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ft- 1. 







Digitized by the Internet Archive 

in 2011 with funding from 

Boston Public Library 





Largest Net Sale. 

Founded 1903. 


Nc. 719. Vol.18. 

Thiirsdav, January 4th. 1917. 


Price Id. 

Published Weekly. 



1 liat uHl ciiMiie lor ytm 
in 1917. 3(>5 t-I.iys of the 
nio*;t >.!tistitrtnrv inot<ir 
cvi'liiii;, hc^,ni-f in biivini; 
r.l \\ .lUi hope s NOii^cl the 
iiin-i satislui'-tory choice 
.roiii the Imy.est selrction, 
;il llie lowest price lor 
ai->h or tlie mo^it siijis- 
I triory » asy ttriiis. wiin 
in~tatit (ifhvcry and the 
fullest .iiul most sr.tjs- 
laclory yiiar.iiitee. 



'I'hone — ^777 Hnllioin. 
Wires — Opilicer. London 

11 A.J.S., mil. ;iiwl SuU-.'.ii. i^pn-d .. 90 gns. 
S MORUAN liH-vv) Gniii.l IVi.s imIIv ,q.£132 12 

2.', WOLF £15 

•.': B.S.A., In-i- .■iii;Mie iiioili-i £25 

5-1) A.C. SiKi.ibli-. 11)14 **<) * 

z'. 101 i ;-sUok.- CLYNO, j-sp.-nl £22 10 

IJ 101.: TRIUMPH, iicc ingiue £25 

(. loi" ENFIELD;U>iiibiimtion 80 gns. 

3'. I'lM B.S.A., ine eMfiiie model £25 

V'. I..U. SUNBEAM, vspt-wl, ami Sidecar £8S 
41 1011' B.S.A., T-^p«-*'d, .mil S.dirai- .. 60 gnS. 
■=, i<^i<, ROYAL ENFIELD, -,|) I ... £« 

4 SINGER, J-sp I, .111.1 --.d.v.ii.C.B... £45 

5 MORGAnl d.- Lilk., loii, lull eiiuip. 90 gns. 
>'. INDIAN, t«in. ;iill .-unip., i-sp., k.,1. £40 
Iv', NEW IMPERIAL, ly:^. -• sp,,,l .... £29 10 
4^ DOUGLAS .Old Sidir;ii-. i.)i5, 5-ip.-fd £67 10 
1 N.S.U., I'lM. S-.:ir. 2-sp., k,st. £35 
4] JAMES, 1914. Uuk, C.D.. .iiid Sideciir £45 
3' ROVER, i.)i4, .ui.K.B. Sldfcar, 3-sp. £42 10 

:■; l.ulv\ UOuGLAS, J-^p^■.•d £52 10 

3'. TRIUMPH, lou. 1 spwd £35 

3] ARIEL, z-..p<---i\ \\. .\ V. eiiiiinc ... £20 




If it is not 50 ' 

comfortable than any 
other Saddle, you can 
have your money back 
in full. 


Test one frr yourself 
FREE, and you will 
ride in ease long dis- 
tances without backache or fatigue. 
. JUNIOR, 21 /-. ORDINARY, 28 C. 

XL-ALL WORKS, Hall Green. 


^lm^%m V^^\J oCtC^. COVENTR.Y. 


S^/^e Or-igtrui L 
Side CarJ^akers. 

M Y 


Note the <.iithusia-,in of Monigoiii'Tv 
"wners when they talk of "my ^ide 
car."' It is not " ^\v mU " but ptirt-ly 
natural pride of possession. You woi.Ul 
be jusi thesame, because " Montgoinerys' 
aie all that a sidecar bhoiild be .— 
Coay, Strong, Eosy-runnins. Safe, aii-l 
— last but not least — Inexpensive. 

W.MOKTGOMERY &C0. - - Cotenin. 
London Agents: W. H. ELCE & CO., 
IS. Hisfiopseaie Ar-fnur. I nudoH. h C- 


Defied Tradition 

Douglas delerm-ncd lo fcduce a 
new and mere efficient macfiinelhan 
had been produced before. The 
result of his dettrminaticn to excel 
was the famocs liltie Opposed T\iin 
engine — the ensine -which has 
made the Douglas the most popular 
and successful machine in the 
world. Do you ride a Douglas ? 



The Ministry of Munitions lias given us permit to supply any motors, crtcted or 
assembled up to the 15th February, 1917. If Agents, therefore, are desirous of securing 
motors which we have coming through the works they couM be delivered before that 
date ; after that date we expect no more motors can be supplied for the Engiisli market 

TUir WMTi 170I1MA ITMi" I M C r D IM(" m I TTi WTM \ TDUI A MDXr^M 

ii. Advertisements. 


Jan'Uarv 4TH, 1917. 











Also supplied in 
Sidecar Outfit at 
same price. 



Includes "Volex" Giant Dry ]!;itt«-tv. Cntuiiirtiii? 
Cord. Switch, and Penetra Motor Cvcle Head or 
Sidecar Larap, with Bulbs. 

Price 32/6 complete outfit. 
The bnttery can be fitted in Sidecar Hottoin or 
cairied in .Satchel which can be attiu lied to the 
frame or Motor Cycle. The Diy Mattery will 
f,'<ve abont 80 hours' li^'ht. and will up in 
stack for over 12 raonttis. 

Spare " Volex " Giant Battery, G/6. 


For Motor Cycle and Sidecar 
IJghtinp and Ignition Starting 
Ihev are excellent, and have no 
superior. " Volex " Batteries are 
recommended for export. 
•^ volts, .;ize 6Vjx3in. fquare, fi/G 
each. 6 vol ts. size 6 '/■• X 4 x 3 i n. 
8/6 each. 




British Made. 

A very convenient 
size for ,niany pur- 
poses, such as Motor 
Cycles, Cycle Uaps. 
etc. Suitable for igni- 
tion, lightinK. electric 
linrn operation. Holds 
up in stock lor ,\c,n-~. 

4 volts, size 6i.ijX4»,i.?<2 

6 volts, size 6', 

X 21/^1" 



British Made. 

of particularly heavy capacity, 
recommended for Motur Car, 
Boat, or Engine Ignition; for 
lighting, actuating horn, etc. 
Recommended for export, and 
in conjunction with our 
■■Volex" Special MeTal Fua- 
raent Bulbs about 150 to 200 
hours' light is obtamable. 

size e'/sXT'/iKS'l-ir 
size 6';„'X.'i X5in. 

iMce 10/6. 
Price H/(i. 


Specia.1 Metal 

Filament Bulb 

! or use with our 
v'olex " Dry Bat 
teries, ensurin^ 
maximum burning 
hours. 4 and 6 
volts, min screw 
cap. 1/. each. 4 
and 6 volts, small 
it cap. 1/G each. 

■ ■ 



" VO LT A 1.1 T E." M 

Self-Generating Electric Motor Cycle LAMP. S5 
British Made. The Fl RST Cost the ONLY no««. SS 

The lamp wnich produces by the movement 55 
of the maenine an inexhaustible supply of 5'5 
electric light to illuminate brilliantly the 25 
liead lamp at no cost whatever. Fitted with ■•■ 
iloffmann Bail iJearings. Complete witn •• 
head lamp and metal fi!a.^lent bulb, ready ■■ 
use. £4/4. Post tree. ■■ 




(Box 171, Sampson Works. 

Contractors to H.M. GoTernment, 
XF F F Pllone— '083-4-5.6 Central. 
M. i-l_il_.gram5— •■ Multum, Manchester.' 
Established 1892. 


Pressure of Go^•ernme^t work prevents production 
of Bluemel Plugs at normal rate. It is well to 
know, however, all about the Plug which performs 
its function most faithfully and efficiently. There- 
fore — send for the Bluemel Booklet which gives 
the reason why 
are so esteemed by motor cj^clists. 

Bluemel's Plugs and other Accessories 


LONDON DEPOT: 7 I. Scrutton Street. 
at. Eastern Street. E.C. 

In finswcrinr/ l/icsc advcrfiin'nirnts il /s (Ic-iiiiihlr to mention " The Motor Cijrle. 

Price 3d. ' 

'^ / 







•■ : •. 

/&V:'i'/; /t' 

/ c-'.^-^ - 



A.A.S. (article), 106 

Abbatt, F. O. H. (letter), 528 

A. B.C. Flat Twin Engine, 379 

— Motor Cycles (illus.), 75 
A.B.M. (letter), 574 
Acceleration (comment) , 25 
Accessibility, 427 

— Again, 489 

— on the Road, 191 
Accessories, Useful, 458 
Accident, An Extraordinary, 429 
Accumulators, Care of, 269 
Acetone as a Fuel, 386 
Ackerman Spring Wheel, 371 
A.C.U. Annual General Meeting, 303 

— — Report, 167, 209 

— General Meeting, 212 
Acetylene Lamps, 249 

— Starting on, 54, 75, 105, 127, 145, 170, 

172, 196, 242. 267 
Acut±, L. R. L., 237 

Addenbrooke, H. St. V., 38, 82, 338. 370, 456 
Adjustable Motor Cycle Stand, 56 
Adjustment of Mechanical Pumps, 280 
Advantages of Co-operaticn, 541 

Large Wheels, 372 

Advice to Buyers of Second-hand Machines. 

Aero Engine Design, Influence of, 461, 484 

— Engines, Motor Cyclists and, 546 
Aeroplane as Conveyance for Motor Cycle, 419 

■> — Sidecar Bodies. 255 
Aeroplanes for Sale, 521 
iEsculapius (letter), 360 
Africans in France, 352 
After-the-war Problems, 536 
Age for Driving Licences, 557 
(leaderette), 389, 423 

— 14 To-day, 280 
Agopian, A. (letter), 430 
Agricastrol, 174 

A.H.S., Sherborne (letter), 60 
A.J.B. (letters), 527, 550 
A.J.S. (illus.), 183, 593 

— Coal Gas Test, 53 

— Commercial Outfit, 434 

— for Military Work, 309 ■ 
~ Russian Model, 390 

— Spring Saddle Pillar, 112 

— 2% h.p. Outfit, 491 
Albion Piston, 124 
All-British Magneto Industry, 186 

— Overseas Trade (Overseas letter), 314 
All-weather Sidecar, A Combination Fitmemt 

for, 600 
Alpha (article), 155 
Aluminium and Air-cooling, 561 

— Cylinder, The, 286 

— Cylinders (leader), 557 

Future of, 594 

Altitude, A Question of, 220 
Ambulance Work near the Line, 474 
America Enters the Arena, 356 

— Military Motor Cycling in, 403 
American D.R.'s, ""415 

— Excelsior (letter), 37 

— Factories in England, 3 

— Import Duty on Motor Cycles, 427 

— Invasion of Australia, 306 

— Lady Motor Cyclists as D.R.'s, 519 

— Lightweight Design, 560 

— Limousine Sidecar (illus.), 32 

— Machines, 303 

and Colonial Riders, 183 

— Motor Cyclists, Ten Thousand, 521 

— National Guardsman, 496 

— Sidecar Record, 10 
~ Solo Record. 52 

— Tariffs on Motor Cycles, 449 
America's Uses for Motor Cyclists, 211 
A.M.LE.E. (letter), 125 

— London (letter), 60 
Ailette (article), 227 

Air-cooled Cycle Cars, 439 

— Engines (letter), 198 

— Pistons, 414 

— Plug, An, 488 

— Runabouts, 500 
Air-cooling, 497 

— the Crank Case, 530 

Air Leaks, 459 • 

— To Eliminate, 224 

— Pressure in Tyres, 431, 457, 480, 527, 528, 


— Screws, Lecture on, 209 

— f. Water-cooling, 266, 285, 312, 337, 361, 

406, 457 
Andreae, Bertha A. (letter), 126 
Anderson Quartz Plug, 458 
Angleterre, Apres la Somme, 468 
Antoine V-twin Engine (illus.), 186 
Anti-motoring Press, 521 
Apollo Motor Cycle Horns, 174 
Appeal from the Front, 169 
Applications, 12,683, 475 

Appreciation of the ZV-y h.p. P. and M., 564, 

Apres la Guerre (letter), 480 
Arbeco Fuel, 515 

Arbuthnot Trophy, 161, 163, 259, 280, 302, 
310, 449, 518 
A Reader in H.M. Navy, 265 
A.R.T. (letter), 338 
Ariel 5 h.p. Outfit (illus.), 492 

— Motor Cycle, 520 

— Saddle Suspension, 112 

Armenia, Men of British Armoured Car 

Section Resting in, 423 
Armoured Cars in Mesopotamia, 569 

in the Euphrates, 238 

Armstrong Tricycles, 174 
Army Motor Cycles, 59 

— Distinguishing Badges, 548 

A.R.R. (letter), 310 

A.S.S. (article), 73 

A.S.C. Workshop Staff, 238 

Association of British Motor and Allied 

Manufacturers, Badge of, 541 

Private Owners, 35 

Atkins, Gnr. W. W., 160 
Atkinson, Gnr. F., 395 

— Sgt., 548 

Austin Motor Co., Garages for Soldiers, 40 
Austin-Jones, L.-Ci:]l. D., 336 
Australia, New Speed Records in, 252 

— Noisy Motor Cycles in, 357 

— Oil Pumps for, 600 

— The Business Sidecar, 410 

Australian Active Service Sidecar built in 
War Zone, 420 

— Imports of Motor Cycles, 505 

— Reader's Frame Design, An, 315 

— Storm, An, 504 

Australian's Conception of an Ideal Mount, 

Automobile Association's Reduced Fee, 52 
Auto Cycle Union Notes, 374 

— Treble-purpose Road Sweeper, 56 
Autoped, 35, 68, 398 
Auto-Wheel, Starting an, 459 
Auxiliary Motors, Those, 203 

Average Prices. 35, 56. 79, 97. 115, 141, 18C, 
222, 236, 264. 275, 302, 332, 359, 373, 
399, 427, 450, 471, 496. 511, 556, 570, 595 

Avery RofI, E. (letter), 602 

A Voice from Overseas, 589 

Axtord, Lt. Sydney R., R.F.C., 278 


B 525 (letter), 310 

Baby Two-stroke, Over-driving a, 273 

Badge of Association of British Motor and 

Allied Manufacturers, 541 
the Motor Cycle Divisions of the U.S. 

Army. 280 
Balancing, 341, 363 

Bailey Flyer Motor Cycle, 2 

— 2nd-A.M. L. L., 160 

Ball Bearing Connecting Rod, 479, 500, 575 

— Capt., 210, 291 

Ban on Petrol Substitutes, 240 

Bankes-Jones, Rev. K. M., 519 

Barker, S. (letter), 104 

Barrow, G. S. (fetter), 575 

Bartels, C. B. G. (letter), 183 

Barton, Temp. Lt. B. C. 210 

Bath Chair, Elieson-Carter Electric, 478 

Baxter. Late Lt. E. F., 568 

Beacon (letter), 430 

Beard, A. E. (letter), 455 

Bearing Pressures, 11, 73, 103, 125, 146, 19R 

Beasley, 2nd-Lt. H. P. (illus.), 518 

Bedell, Allan, 397 

B.E.F. (letter), 362 

Bees, Sgt. Leonard A,, 119 • 

Bell, Chief Motor Mechanic G., 307, 493 

Belgian Motor Cyclist as Airman, 420 

Belt Drive. 375 

— Slip, 531 

— Wear, 527, 549, 573, 601 
Bentley, Arthur W., 419 
Benzole— After the War, 332 

— and its Production, 327 
Beresford, I. C. (letter), 527 
Berkshire Motor Volunteer Corps, 541 
BertoUaci, E. R. A. (letter), 383 
Best and Lloyd, Ltd. (letter), 339 
Bethwaite, I. G., 241 

Beware the Motor Cycle Thief, 598 
Bewildering Assortment. A, 333 
Big Singles and Australia, 589 
Binks Anti-konking Device, 556 

— C, Ltd., 355 

Black Cat Tank Crew, 160 

Blackpool Motor Volunteers, 53, 99, 187, 449 

Bland, H. J. (letter), 168 

Blic Magneto, 597 

Blind Heroes. Our, 281 

Blow Hole, Stopping a, 200 

Bonniksen Speedometer, 171 

Bonython, John. 242 

Booth, H. v., 408 

Bore-stroke Ratios, 253, 288. 312 

Bosch British Interests Bought by Vickers, 332 

— (letter), 169 

— No More, 567 
Boswell, R. S. (letter), 196 
Boursfield, J. S., 434 
Boursiac, Henry (letter), 312 
Bowden Wire Nipple, 108 
Bowie, Cpl. M. P., 308 
Boyd, R. L. (letters), 125, 457 
Boyce, W. E., 174 

Boyton, Flight-Lt. Geoffrey, 568 

B.P. Motor Spirit, 18 

Bradbury All-chain Drive, 230 

Bradford Battalion National Motor Volunteers, 

Bradley, Lt.-Col. R. W., 95 
Bradshaw, Granville E. (letters), 18, 82, 125 


— P. O. (letter), 289 

Braid, Cpl. Raymond J., 564 

Brake Lever. Fitting a Ratchet to a, 445 

Breakage, An Unfortunate, 580 

Brechin, M., 342 

Bridgman, Mr. Ernest Ashford (illus.), 209 

Brierly, Bob, 218 

Briggs, F. (letter), 169 

British and American Engineers, 426 

— V. Foreign Magnetos (letter), 282 

— Fuel after the War, 453 
Test of, 515 

— Imports and Exports for March. 399 

— Machines Abroad, Price of, 315 
in Portugal, 505 

— ^Magnetos, 168. 288, 360 

and Prompt Service. 373. 407 

under Test, 250 




British Motor Cycles, A Tribute to, 457 

Cycle Tiade, Magnitude of the, 588 

Fuel (leaderette), 437 

— — Industry alter the War, 51 
Trade, Protecting the. 166 

— Roads the Best, 689 

— Single V. American Twin, 397 
Brittieuess ? Does Galvanising Cause, 455 

■ Brooke Automatic Governor Pulley, 66 
Brooks. Mr. Robert (letter). 397 
Brophy Spring Frame, 108 
Brough Flat Twin with Spring Frame, 423, 442 

— 3iT, h.p.. 514 
Broughton. A. (letter), 573 
Brown. Co.-Sgt.-Major. 537 

— D. Elvard (letters), 197. 198 
Brownrigg. H. H. (letters), 37. 61, 529 
B.S.A. (illus.). 451, 577 

— Ascent of Mount Clarence by. 214 

— in Japan (illus.). 27 
S. Africa (illus.). 314 

— Motor Cycles, A Consignment Ready for 

France. 375 
B.T.C. (letter). 265 
Bull. Driver G. H., 519 
Bullock. \V. E.. Jun.. 256 
Bunn. Rfn. F. A. (letter), 218 
Burdekin, Bombr.. 593 
Burma. A Motor Cycle in, 184 
Burney and Blackburne. Ltd. (letters), 103. 

Burslem. A. H. (letter). 38 
Burberry's Sale. 40 
Bnrrell. Mrs.. 537 
Busby. Capt. Vernon. 160 
"Bus Strike and Petrol, 449 
Bush. T.. 530 
Business Names. 270 

— Sidecar in Australia. 410 

— The Motor Cycle in. 384 
Butler. C. (letter), 315 

— Edwin (letter). 406 
Butt-ended Troubles. 200 
Butterfield, A. (letter), 451 


Cadet (letter). 573 

— Machine Gun Companies. 373 

— R.F.C. (letter), 574 

. C.A.F. (letters). 405. 603 
C.A.G.B. (letter). 505 
C.A.L. (letter), 128 
C.A.V. Magnetos. 174 
California, The Motor Cycle in, 588 
Calthorpe-Jap, Heavy Fuel Device fitted to, 408 
Cam Design (article), 106 

(letters). 126. 197 

Campbell, Driver, G. S., 373 

— R. C. (letter). 337 
Campion. G.. 525 

Canadian Soldier Saluting American Flag 

(illus.). 356 
Cann. Lt. H. J. (letter). 431 
Cape Peninsula. Coastal Ramble in. 100 
Carbide Running Short. 331 
Carbonisation of Engine (letter), 61 
Carbon Pencils. 408 
Carburation at Starting. 367 

— to Suit. 511 
Carburetter Accessibility. 583 

— Adjustment. 173. 200. 241. 319, 459 

— An Exhaust-heated. 596 

— Construction. 388 

— Details (comment). 67 

— Development. 270 

— Drip Cup. 157 

— Flooding. 507 

— Heating of (letters). 61, 105. 128 
the. 488 

— Levers. Stops for. 322 
Carborundum Valye Grinding Outfit. 458 
Cauldron of War. 547 

Caution. Drive Slower-ly, 467 
Carrier Bags (comment). 25 
Carson. W. H., Special Constable. 11 
Cartv, Capt. S. W.. 336 
Cartwright, H. E. (letters). 37, 480 
Caveat Emptor (letter). 287 
Centurv Motor Cvcle. 2 
C.E.T. (letter). 37" 
Chain Adjustment. 531 
Chamberlain. E. C 445 
Champagne Sector (illus.). 117 
Championship of S. Australia. 570 
Changing Down. 340 

— Gear. 364. 606 

on a Runabout. 319 

Channel Isles, No Petrol Restrictions in, 180 
Chapman, F. P. (letter). 501 
Charging Accumulators, 291 
Chasing the Huns, 336 

Senussi. 152. 239 

Chater-Lea (illus.). 482 
Cheaper Mounts Wanted. 589 
■— Post-war Motor Cycles. 599 
Chemico Portable Vulcaniser, 404 
Chemist (letter). 338 
Chesher. Gunner J. (letter), 169 
Chidley. K. V. (letters), 170, 502 
Chile. Racing in, 113 
•Chinn, H. E. A., 420 
Chinook (articles). 318. 345. 394, 454. 524. 

585, 597 

— aetter). 550 
Christmas Greetings, 12 
Clare. A Windfall for. 303 
Claridge. B. H. W. (letter), 405 

Clarke. A. (letter). 59 

— J. T. (letter), 59 

Clark. Nurse Margaret (letter), 16 
Clayton's, T. Blythe. Little Son (illus.), 172 
C.L.C. (letter), 80 
Cleaning Plugs, 488 
Cleveland Two-stroke, 560 
C.L.S. (letter), 241 
Clucatos (article). 206 
Clutch. Adjusting a. 364 

— A Stiff, 485 

— Control, 360 

~ Slipping, 411, 605 

— The Use of the, 460 

Clutches, The Control of (leaderette). 321 
C.L.V.C. 2872 (letters), 168, 243 
Clyno (illus.). 395. 493 
Clyno Sidecar (illus.), 54 

— Spring Saddle Pillar, 112 
Clynos for Russia. 426 
Coal Gas. Starting on. 319 
Cockburn, R. W. (letter), 339 
Cohen, I.. 146, 272 

Cold and Gummed Engines, Starting, 408 
Collier, H. A. (Jetter), 146 

— H., and Sons. Ltd. (letters), 242, 429 
Colonial (letter), 382 

— Riders and American Machines, 183 
Combination Drive or All-chain ? 524 

— of Trailer and Sidecar, 348 
Combined Filter and Petrol Tap, 458 

— Inlet and Exhaust Valves (leaderette), 321 

— Lamp and Horn. A, 260 

— Leg Shield and Coverall, 328 

— Sparking Plug and Valye Cap, 342 

— Valves, 324. 360 
Comfort Accessories. 40 
Commercial Motor Cycle Carriers, 277 
Commissions for Motorists over Military Age. 

Commonsense Magistrates, 473 
Comparison. An Unfair. 258 
Comparisons of Petrol Substitutes, 290 
Competitions, 3 
Complete Machines ? Ought Firms to Make 

the, 500 
Compression, Loss of. 605 

— Reducing. 582 

— Taps, Obstinate, 340 

Concessions to Military Motor Cyclists, 185 

Service Men (leaderette), 175 

(letters). 218, 265 

Contact Breaker. Sparking at. 200, 246 
Control Levers, An Inverted View of, 597 

Protecting, 582 

Converted Double-seated Sidecar, 335 
Converting the Gas Lamp, 445 
Cooke, W. J. Cliflord (letter). 381 
Cooling. Internal. 345 

— the Engine Interior (leaderette), 343 
Co-operation. Advantages of, 541 
Cooper, H. (letter), 60 

Copper Cylinders and Pistons, 383 

— Pipe, Annealing a, 340 

— Radiators. 161 

Corke. W. J. Clifford (letter), 603 

Cork Factory, Motor Cyclist's View of, 382 

Cornubius (article), 102 

Countershaft Gear Box Design, 203 

— Gears, Control and Ratios of (letter), 194 
Courtney, W. E. (letter), 397 

Cox. A. H. (letter), 381 

C.Q.M.S. (letter). 218 . 

Crank Case. A Heated, 460 

Cleaning a, 532 

How to Clean, 37 

Creasey, J.. 414 

Critics. The. 116. 136. 156- 208. 232. 263. 274. 
330. 358. 378. 401, 432, 438, 494, 526, 578 

Crouch, A. P., 342 

Crow. Jim. 479 ' 

Cunningham. Mrs. T. E. (letter), 504 

Curious (letter). 455 

Current Chat, 10, 32. 52, 74, 98. 142. 162, 
186, 212, 236. 268, 280. 302, 331, 354, 374, 
398, 426, 448, 470, 472, 496, 520, 566, 594 

Cut Along (letter), 219 

C.W.B. (letter). 311 

Cycle and Motor Trades Benevolent Fund. 270. 


— Car Redivivus. A, 249, 310 
Cyclist (letter), 194 
Cyclists" Touring Club. 427 
Cyclospat Legging, 79 
Cygnet Rear Car. 49 

— — Cars at Los Angeles. 348. 349 
Cylinder Boring in France, 192 

— Distortion. 535 

— Machining. 132 

— Removing the. 435 

— The Aluminium. 286 

— Two Sparks in One, 183 
Cylinders, Aluminium, 557 

— Removal of, 264 
Cymro (letter), 573 


Daimler Adoption of Aluminium Pistons, 556 

— Premium for Graduates, 209 
Dalby, L.-(3pl. D.. 447, 518 
Damages, Claiming. 554 

Danish Motor Cyclists' Winter Sports, 359 
Davenport, Sgt. W. A.. 238 
Davidson, Lt.-Col. A. E., 95 
Davies. A. G. (letter). 603 

— Lt. Howard R., 474 

— Sec.'Lt. H. B., 376 

Davis Carburetter, 150 
Davison, W. B. (letter), 105 
Day, C. Geo. (letter), 480 
D.C.W. (letter), 170 
Deakin, T. W.. 342 
Decarbonisation. 595 
Decarbonising. 454 

— Flat Twins (letter). 80 
Decision in Important Case, 497 

Decline of Second-hand Values (leaderette), 

-. 247 

Decompressor, An Improvised, 445 

De Lissa, Osborne (letters), 81, 147 

Dennell Motor Cycle (illus.), 552 

Delo, Mr. T. J.. 187 

Descending a Hill. 605 

Despatch Rider (and his Leg-shields) in the 

War Zone, 259 
in Egypt, 308 

— Riders and Despatch Riding. 255 

— — — Transfers, 377 

— — at Poona, 395 

— — attached to the R. Engineers, 447^ 
Badge, 569 

in Egypt, 518 

— — — France. 351 

Obtained. Sufficient. 419 

— — of the 2nd Canadian Division Signal. 

Co.. B.E.F., 239 

Signal Co., 619 

on North-West Front of India, 376 

The Pay of (letter), 381 

Vacancies for, 308, 351 

Variety of Conditions for, 362, 405, 459, 


— Rider. The Work and Training of a, 464 
Detachable Head Cylinder, 563 

— Valve Seatings, 340 

Deuchar, W. R. (letters), 219, 361 
Difference between Skid and Sideslip, 578 
DifBcult Starting, 221 
Disadvantages of a Long Magneto Drive 

(leader), 413 
Discharge, Silent (letter), 195 
Dismantling, 291 

Dispensing with Metal Fittings, 521 
Disposal of War-worn machines (leaderette), 

41, 234 
Distinctive Badge, A, 395 
Distinguishing Marks, 591 
Dixon, T. P.. 192 
D.M.S. (letter). 504 

Doherty. Sec.-Lt. T. O. C. (letters). 310, 429 
Don't Motor for Pleasure (illus.). 72 
Double-acting Four-stroke. 473 
Double-seated Sidecar. 335 
Douglas. A Year on the Spring Frame, 276 

— Engine. Air-cooling the Crank Case of a 


— 4 h.p. and Sidecars. 594 

— in the Desert. 26 

— Lady's Model (illus.). 216 

— M., 445 

— Motor Cycle (illus.). 142, 328. 482 

— Tips. 414 

— Taking Down a 2^4 h.p., 507 

— 2% h.p. Lady's. Road Test 

— W., 388 

Downie, A. M. B,. 13 
D.R. (letter), 288 

D.R.'s attached to Headquarters Staff of H.B., 
M.G.C., 336 

— in Egypt. Group of. 569 

— of the Tanks. 336 
Drew. Jack, 263 
Drilling an Engine, 554 
Drip Collector, A, 260 

— Feed, 387 

Driving from the Sidecar, 202 

— Licences, 435 

Age for (leaderette), 389, 423, 557 

Granting of (letters), 126. 145. 170. 

197, 218, 241, 265, 289, 310, 338, 361. 
382, 407. 429 

(leaderette), 87 

Drying Up, 153, 431 

Dry Sump, 535 

Dublin Club's Meeting, 302 

Dug. out Debates (article), 176 

Duplock, Gunner C, 377 

Duncan, B. J. (letter). 243 

Dunlop Bubber Co.'s Dividend. 427 

Dunkin, J.. 482 

Dutch Motor Cycle Trials, 14. 58 

Dyer. C. S. (letter). 456 

Dvnamo Lighting for Motor Cycles (letter), 



Easting Screen, The, 600 

East London Motor Cycle Club's (South Africa) 

Carnival, 79, 258 
Outing for Wounded 

Soldiers, 313 
Eastern Hemisphere. Riding Conditions of. 188 
Easy Starting (letters). 105. 125 

Device. 289. 582 

Eccentric Hubs. 243 
Economic (letter). 431 
Economical Flooding. 224 

— Two-stroke. An, 272, 406 
Economy ? 235 

Edge Mud Shields, 115 
Edmund, C. and Co.. 310 

— Spring Frame. Experiences of, 71 
Edwards, Flight-Lt. G.. 36 

— W. F. Maitland (letters). 219. 288, 311 



Efficiency and Lightness, 481 
Egypt, Testing Motor Cycles in, 493 
Eiglit Strolling, 341 
Electric Batli Chair, 478 

— Ignition Co. (1913). Ltd. (letter), 360 

— Lighting for Motor Cycles, 60 

— — Irom the Magneto. 541 

— Tail Lamp, A Simple, 530 
Electrically Operated Valves, 477 
Electricity and the Motor Cycle, 258 
Electrode. The Four Split, 659 
E.L.I. .Spring Seat, 113 
Elieson-Carter Electric Bath Chair, 478 
Eliminate Air Leaks, To, 224 
Eliminating Weaknesses, 23, 223 
Emerson, R. F., 395 

Emery, W., 530 

Empire Sidecars, 108, 124 

Enfleld, Economy of the 3 h.p., 222 

- 8 h.p, (letter), 501 

— Gear, Slip in an, 269 

— Russian Military Model, 211 

— Sidecar, 6 h.p. (illus.), 17, 492 

— Works, Fire at, 275 

Enfields for the Russian Army, 191 
Engine, A.B.C., 379 

— as a Brake (letters), 265, 407 

— Interior, Cooling the (leaderette), 343 

— Loses Power and Stops, 460 

— Misfiring when Hot, 412 

— Running Hot, 199 

— Shaft Gear, Overhauling, 154, 243, 310 

— Vibration, 364 

— will not Stand Magneto Advance, 579 
Engines of the Future, 378 

Engineer (letters), 288, 406 
England, B., 408 
English-French Motor Terms, 472 
Engro Baildon, 534 
Enlistment. The Terms of, 493 
Enterprise (letter), 241 
Epicure (letter), 312 

Erratic Running of 414 h.p. Engine, 501, 527, 

Esnault-Pelterie Valve, 324 
Esnouf, R. Vernon, 145 
Euk Easy Starter, 356 
Euphrates, Armoured Cars in the, 238 
Everest, E. P. (letter), 168 
Excel Metal Guards, 248 
Excelsior (letter), 217, 337, 528 

— for Overseas, 296 

— Twin 4 h.p, (illus. description), 14 
Exhaust-heatsd Carburetter, An, 596 
Exhaust Pipe, A Red-hot, 245 
Exmoor, A Four Days' Excursion to, 512 
Expanding Gear Ring, 139 

Exports and Imports, 35, 141, 281, 399, 450, 

Extra Air, 246 

Failure to Start, 220, 363 

Faraday, Michael, A Great Englishman, 237 

Farcot Valve, 324 

Farm Tractor at Work (illus.), 296 

" Tractors, 520 

Far West, An Impression of the, 505 

Faster Uphill than on the Flat, 511 

Featherweight Runabout, 329 

— Sidecar, Is it Practical 1 515 
Outfit, 580 

Female Labour, An Opportunity for, 336 

Fenn, A. G., 141 

Pettpen (letter), 405 

Fielder, Sgt. A., 12, 192. 395 , 

Fins, Cooling, 366 

Fire. An Uncommon Cause of, 398 

— Brigades, Sidecars for the Use of, 247. 261. 

Firing. Irregular, 485 

— -on One Cylinder, 340 

— The Order of, 363 

— Uneven, 199, 221, 246 
Fisher, Cpl. C. H., 420 
Fixing a Tariff. 370 
Plat Twin Advocate. 447 
A New Design. 423 

at the Bar (letters). IS, 38, 81, 125, 147. 


Engines (leader). 509 

Overseas, 503 

— — Goes in America, 242 
How it Wears, 323 

— — Lubrication and the, 587 

in Theory and Practice, 529, 575 

New Large Size, 379, (letters) 406, 429, 


The, 374 

Matchless, 541 

— Twins, A Boom in, 403 
Few Questions, 267 

— — and Spring Frames, 449 
Even Firing on, 273 

Forced Induction for (letters). 168, 194, 

218, 243, 311. 338 

Why thev Start Easily. 323 

Fleming, Mr. W. (illus.), 186 

Fleet Street Traffic, 497 

Fletcher, J. (letter), 310 

Fluctuations in Second-hand Prices, 556 

PlexilSle Copper Tubing, 270 

Flywheel Magneto, The (leaderette), 175 

— Position of, 375 
F.N. Shaft Drive, 230 

— 2% h.p. and Sidecarrier (illus.), 211 
Football Match, A Remunerative, 449 

Foot Pumps Advanced in Price, 174 

Foreign Exports, 98 

Forging v. Casting, 489 

Forward Sparking Plug, 156 

Pour-cylinder, Timing a, 221 

Four Days' Excursion to Exmoor, 512 

Four-speed Gear Box Ratios, 203 

Four-stroke (letters). 241, 407 

Four Years Rider (letter), 194 

Fowls on the Road, 486 

Frame Design, 370, 405, 456 

(leaderette), 533 

Strengthening, 426 

Francis, Capt. G. I., 192 
Franklin Piston, 67 
Freeman, A. M., 565 

French Artillery Brigade, Motor Cyclists of, 

— Despatch Riders (illus.), 52, 307 
Frenchman's Ideal, 481 
French Poilus at Picturesque Gataway at 

Verdun, 352 
From the Cauldron (illus.), 544 
Front Brake Details. 133 

— Chain Adjustments, 391 

— Hub Design, 202, 235, 264, 353, 603 
F.R.S. New Mechanical Horn, 404 

Fuel and Second-hand Values, 237 

— More Motor, 284 

— Scarcity, Overcoming, 303 

— Supplies in France, 375 
Fuller, W, A. (letter). 551 
Funck, G., A.M.I.A.E., 561 

Function, Design, and Construction of the 

Magneto, 190 
Funnell. A. E. (letter), 382 
Furguson, S. (letter), 589 
Fusilier, R. (letter), 457 

Gamage, Eric N., 32 

Gardner, .lohn (letter), 381, 493 

Garelli, Ing., 274 

Garland, Victor, Chief Motor Mechanic, 377 

Garrett, J. H. (illus.), 514 

Garstone, A. .T. (letter), 480 

Gaspard, A. (letter), 481 

Gatooma Motor Cycle Races, 13 

Gaudie, W. R. (letter), 596 

Gauzes, The Fitting of, 337 

G.B. (letter), 505 

G.D. (article), 469 

Gear Adjustment, 485 

— and Chain Adjustment, 319 

— Box Clutch and Kick-starter Unit, 388 

— — Ratios, Four-speed, 203 

— Control Improvement, 270, 354 

— Lever Tip. 534 

— Ratio for a Lightweight. 411 

— Ratios, 269. 386. 486. 575, 579 

— - for » Hilly District, 460 
Gears, Additional, 412 

— and Cogs, 268 
Generators, A Grumble at, 192 
George, Cpl. R. W., 238 

Germany Traded on our Ignorance, 213 

G.G. (letter), 382 

G.H. (letter), 287 

Gibbs, Phillip, 519 

Gibson, Hugh, 162 

Gilbert, H. W. (article), 27 

Gill, J. H. W., 342 

Girl Government Clerks' Motor Cycles, 594 

Girls Drive Gas Co.'s Sidecarriers, 373 

Glencorse (letter), 383 

Goat, The, A Perverse Beast, 538 

Godden, Maj. P. W., 119 

Good. J. P. (letter). 315 

Goodwin. Mr. A., 302 

— Will, 266 

Government and Unsold Newspapers, 356 

— Motor Cycles (leaderette), 151 

— Our Waggish, 463 
Gradients, Measuring, 53, 105 
Graphite as an Engine Lubricant. 323. 435 

— — Lubricant, 580 
Graphite-laden Bearings, 344 
Graphite, Use of, 153 

Graphiting Overlicad Valve Rockers, 583 
Gray, A. L. (letters). 145, 289, 407 

— G. T., The Late, 336. 351 
Grey, H. G. (letter), 242 
Green, E. R. (letter), 126 
Greene, Cpl. T. E., 36, 493 
Greenhalgh, Pte. A. (illus.), 176 
Greenhorn (letter), 219 
Greenwood, Pte. M. (illus.), 619 
G.R.H. (letter), 80 

Ground Clearance for Military Machines, 427 
Group of Italian Despatch Riders, 475 

Motor Machine Gunners, 474 

Gudgeon Pin Fixing, 483, 551, 559, 603 


Haddock, Cpl. T. B., 376 
Hall, 2nd-A.M. Neville, 140 
Hamilton, O. J. M.. 481 
Hammond, W. (letter), 551 
Hammerlock Cotter Pin, 144 
Handford, A. (letter), 17 
Handle-bar Binding, 260 
— Design, 48 

Handle-bars, Blacking the, 31 y 
Hand Starter, A, 224 
Hardee, Mrs., 122 
Hardy. F. A., 472 

Harley-Davidson (illus.), 411, 490, 525, 637, 


— in a RalHe, 74 

— Interchangeable Wheels, 510 

— Motor Co., 270, 355 

— M.C. Record, 52 

— Timing of, 66 
Harmond, G. (letter), 362 
Hart-Davies, Ivan B., 239 
Hartley-Smith, Mrs.. M. (article), 134. 
Harvey, O. E. (letter), 527 

Hawes, John (letter), 126 
Hay Motor, Evidently a, 479 

(letter), 310 

Hayes, E. (letter). 501 

Hazlewood 5 h.p. (illus.), 480 

H.B. (letters), 601, 602 

Heather, 2nd-A.M. F., 239 

Heating the Air, 341 

Heavy Fuel Flashpoints, 281 • "^ 

— — Running on, 363 

— Fuels, How a Lea-Francis was Adapted to 

the Use of, 204 

— — Knocking on, 320 

— Section M.G.C. Gunners, 211 
Heavyweight Sidecar, The, 368 
Hegan, Capt. H., 548 

Hellier, Lt. M. J. (letter), 198 
High Gear, Refusal to Run on, 292 
High-tension Terminal, Water on, 582 
Hill, Alick S. (Mayor of Coventry), 212 

— B. Alan, 193 

— H., 591 

— Mr. Wilfred H., 186 

— Sec.-Lt. B. Alan (illus.), 447 

— Wilfred, 122 

Hints and Tips for Motor Cyclists, 450 

— to Novices, 416 
Historical Event, An, 444, 573 
History of Road Construction, 256 
Hitchcock, M. (letters), 60, 126, 170, 218. 266, 

289, 361, 457 
Hitching, Pte. A. H., 255 
H.M.B. (article), 48 
H.O. (letter), 194 
Hoad, Mr. A. S.. 400 
Hoadlev, L. C, 414 
Hodgson. Cpl. (letter), 573 
Hodgkinson, Pte. N. C. 591, 602 
Hogg, J. E. (letter), 104 
Holton, E. B. (letter). 242 
Holroyd. V A., and his Daughter (illus.). 440 
Home Fuel Production ? Why Strangle. 306 
Home-made Sidecars, 648 

— Windscreen, 596 

Home-produced Fuels? Why Restrict, 281 
Honesty the Best Policy. 280 
Honour for the Men of the Tanks, 474 
Horse-power, 460 
Horswill, J. (letter). 80 
Hot Air, 387 

Houghton, 2nd-Lt. F. M. C, 279 
Howard, R. G. (letters), 194, 241, 243, 265, 

n.K.P. (letter), 267 
Hub Design, 40a 
Front, 202, 235, 264. 353 

— Gear Ratios, 363 

— — Repairs, Record, 222 

— — Wear in, 531 

Hubs and Hub Protection, 503 

— Eccentric, 243 

— Waterproof, 278 
Hubbard, E. J. E., 445 
Huffam, Garden C. (letter), 362 
Hulse, Mr. E., 335 
Humberette (letter), 561 
Humphries, R. (letter), 80 
Huskinson, A. O. (letter), 337 
Hutchinson, E., 388 

HW 553 (letter). 315 

Hyde, C. A.. 98 

Hygiene of Motor Cycling (article), 70 

Ideal Mount for a Lady, 573, 603 
Ideas, Useful and Ingenious, 224, 260, 322, 
366, 408, 414, 445, 488, 530, 634, 582 
Identification Marks, 399 

Imports and Exports, 35, 143, 281, 399, 460, 


— of Motor Cycles, Australian, 506 
Increasing Speed, 20 

Incubus of the Sidecar, 476, 560 
India, Motor Cycle in, 229 
Indian (illus.), 331 

— Plat Twin Aboard an AeToplane, 419 

— Impressions, More, 183 

— on Heavy ^uel. Running an, 530 

— Powerplus (illus.), 31, 63. 80. 454 

— Sidecar Outfit (illus.). 209 
Induction Pipe Design (comment), 118 

Heating of (letters), 126, 145, 168 

Influence of Aero Engine Design, 461 
Injustice, An. 236 

Inland Revenue Licence. 672, 605 
Inlet Pipes, Long (letter), 381 

— Valve Lift, 220 
Innis, W., 397 

Inspection of Coventry Special Constabulary. 

Insufficient Silencing. 565 
Interchangeable Wheels, Harley-Davidson. 510 
Internal Cooling, 345, 448 
Inverted View of Control Levers, 597 
Irish Enthusiasm, 525 

— Motor Cyclists, News of, 518 



Irishmen iu the Services, 336 
Iron Cement, 532 
Irregular Running, 531 
Is a Bathchair a Motor Car ? 399, 473 
Isochronous Speedometer, The, 171 
Italian D.R.'s Award, 475 
— Two-stroke Twin, A Neat, 274 
Ivy-Precision 3\> h.p. Used for Driving a 
Latlie, 240 

Jackson, A. A. (letter), 362 

— G. W. 1^. 395 

— W. (letter). 407 

— W. A. (letter), 311 
Jack Stands, 28 

Jaffa Transmission Guard Jor Morgan Run- 
about, 77 
James (letter). 573 

— 5-6 h.p. Twin, 571 

— Two-stroke (illus. article), 138. 

J. A. P. Catalogue in Russian Language, 541 

— Improvement, 190 
J.B.T. (letter), 455 
J.C.B. (letter). 479 
Jet. A Variable, 322 

— Fitment, A Variable, 488 
J.F. (letter), 479 

J.H. (letter), 565 
J.H.M.R. (letter), 265 
Joint. Making a, 390 
Jones. G. S.. 414 

— Leonard R., 298 

— Mr. L. R., 329 

— Rev. W. A. (letter), 82 
Johnson, Percy, 124 

Joy Metal Leg-shields, 115 
Journalist Piracy in W.A., 521 
Juggernauts. O. C. (letter), 565 
J.W.B. (letter), 549 

Kellog, Miss Shirley, 35 
Kelway. W. I. S. (letter), 382 
Kennedy, D., 601 
Kent, R. Leslie, 238 

Keene, Capt. Louis, An Interview with, 498, 

522, 565 
Kermode, R. C. M. (letter), 128 
Kerosene, Good Results from Crude, 397 
Kerslake-Smith, P. C. (letters), 311, 383 
Kick-starter for Zenith, 60, 88 

— Home-made, 169 
Killerby, S.. 314 
Kirkee M.C.C., 123 

Kit, Necessary and Unnecessary, 76 
Knapton, L.-Cpl. E. (letter), 17 
Konking (letter), 241 

— To Prevent, 556 
K.S.D. (letter), 528 


Lacey, Alex (letter), 361 

Ladies and the Motor Cycle, 244 

— Riding Attire, 479 

Lady Motor Cyclists (letter), 16 

Lamp. A Breakdown, 260 

Lamplugh. S. A., Ltd. (letter), 339 

Lancashire Motor Volunteers Route Test, 452 

Lane, Sgt. H. R., 13, 278 

Langelier Machine, 458 

Largest Motor Bicycle, 269 

Large Wheels, The Advantages of, 372 

Larson, M., 534 

Latham, R. R., 528 

Lawson, R. E. Dain (letter), 198 

L.C. (letters), 502, 528 

Leaderettes, 1, 23, 41, 65, 87, 111. 131, 151, 

175, 223, 247, 271, 293, 321, 343, 365, 389, 

413, 437, 461, 487, 509, 533, 557. 581 

Lea-Francis Adapted to the Use of Heavy 

Fuels, 204 
Leakv Petrol Taps, 3 
L.E.P. {letter}, 241 
Leg Shield and Coverall, Combined, 328 

— Shields. Usetul, 248 
Legge. N. (letter), 481 

Lees, F. C, M.A. (letters), 170, 196 

Lessing, Dr. K., 284 

Lester, J. H. (lettar). 456 

Letters to the Editor, 16, 37, 59, 80, 103, 125, 

145, 168, 194, 217, 241. 265, 287, 310, 337, 

360, 381, 405, 429, 455, 479, 500. 527, 549, 

573, 601 

Lewis Gun Mounted on A.J.S. Sidecar, 523 

L.H.T. (letter), 218 

Licence Dutv, The Repayment of, 497 

— Fee, Refunding, 532 

— Fees, Rebate on, 213 
Licences, 173 

Light Alloys. The Uses of, 259 

— Infantry (letter), 550 
Lighting Dynamos, 439 

— Regulations, 62 

— Rules, 2 

— Set, A Home-devised, 10 
Lightweight Chain Guards, 259 

— Transmission, 55, 80 

— Wanted, a Good. 603 
Lightweights and Detail Design, 187 

— Road Vibration with, 415 
Limitations of Lightweights, 449 
Linden, Lt. P. J. (letter), 61 

Lradsay. Capt. A. (letters), 38, 103, 310, 601 
Little John (letters), 135, 219 

— Major W. B., 95. 591 
-- W. B., 193 

Lithgow Motor Cycle Club, 10 
Liverpool Motor Volunteers in North Wales, 


— Volunteer Motor Cyclists, 477 
LK1810, Peckham (letter), 61 
Llewelyn, R. P., 279 

Lloyd George's One Blunder (comment), 43 

L.M.C., A Spring Frame, 300 

Local Taxation Licence, 580 

Lodge Sparking Plugs, 40, 86, 123 

Ijomas. H. (letter), 574 

London Addresses, 248 

— Motor Volunteer Corps, 426 
Ijondon-Winchester Roads, 341 

Long Stroke Engines (letters). 59, 73, 81 
(J. L. Norton), 29, 73 

— V. Short. Inlet Pipes, 267 
Loosely, G., 445 

Lorry Drivers, The Daring, Dashing, 565 

— Train, 60 In.p.h. on a, 565 

Loss of Compression when Warm, 319 
Loughborough, T. W., 423 
Low, Capt. A. M.. 187 

— Gears Desirable, 315 

Lubrication and Atmospheric Pressure, 280 

— — its Administration, 182 

the Flat Twin, 587 

Two-stroke, 503, 508 

— of Ultra Efficient Engines, 503 
Lubricator, Valve Stem, 596 
Ludicrous Derangement, A, 405, 549, 601 
Luxurious Combination, 454 
L.W.J.D., Nayasaland (letter), 183 
Lynn, Miss Eliott, 525 


Machine, The Choice of, 387 
Mackenzie, E. G., 13 
Mack-Ivor, J. D. (letter), 287 
Madeira, The Motor Cycle in, 586 
Madeley, C. Stanbury [letter), 360 
Macready, Sgt., 523 
M.A.G. Engine Co. (letter), 218 

(comment), 67 

Magneto, Altering a, 291 

— Adjustment, 174 

— A New British, 566 

— Drive, Disadvantages of a Long (leader), 


— Drives, 303 

— Failure, A Curious, 529, 550 

— Hooter, A, 567 

~ Industry. All-British, 186 
Magneto-lighted Lamps, 269 
Magneto Lighting, 554 

— Oiling the, 531 

— Reversing the Direction of Rotation of a, 


— Size of, 407, 429 

— The B.L.I.C., 597 

— The, 190 

Flywheel (leaderette), 175 

One Piece, 570 

— Timing the, 340, 411 

— Tip, The £5, 511 

— Trouble, Curious, 246, 268 

— Tioubles, 436, 532 

— Tune, 462 
Magnetos, C.A.V., 174 

— Manufacturers and Enemy (leaderette), 271 
Magnets, Purchasing, 508 

— Steel for, 340 

Magnitude of British Motor Cycle Trade, 588 
Makeham. Sgt, 376 
Making the Motor Cycle Useful, 245 
Manufacturers and Enemy Magnetos, 271 

— Union Officers. 98 

Manufacturing Permits Extended (leaderette), 


Extension of, 213, 216 

Mansfield, A. M., 385 

— H. J.. 50 

~~ Lt. Ralph. 141 
Maorilander (letter), 589 
Mariani, E. (letter), 383 
Markel Motor Wheel, 2 
Marston, John, Ltd. (letter), 429 
Mason, 2nd-A.M. H. W. (illus.), 72 
Master Repair Outfit, 240 
Martin, James (article), 181, 266 
Matchless, Comments on the Post-war (letter), 

219, 242 

— Flat Twin. 541 
5-6 h.p., 90 

— Military Model, 540, 541 

— Motor Cycle, 7 h.p.. Trip on, 24, 490. 

— Post-war Model (letter), 124 
May, Col. -Sgt. Southcomb, 140 

— Lt. Frank H., 255 
M.B. (letter), 407 
M.B., R.N. (letter), 529 
M.C.E., R.F.C. (letter), 194 
M.C.C. Annual Meeting, 113 
McEwen, J. H. (letter), 60 
McGhie, L.-Cpl. W. L, 141 
McGregor, D., 342 
Mcintosh. G. J. (letter), 217 
McLean, Wm. (letter), 127 
Mead, F. W 342 

Mechanical Horn for Motor Cycles, 342 

— Pumps, Adjustment of, 280, 339 

— System Show Up, Weaknesses of, 182 
Mechanist (letter), 242, 407 

Medical Categories, 351 

M.E.I, (letters), 128 

Membership Scheme, A Temporary, 213 

Men Called Up, Best Use of, 53 

Mercer, Ivor E. (letter). 61 

Mesopotamia, Road Conditions in. 233 

Metal Fittings, Dispensing with, 521 

Metals, Institute of, 375 

Methylated Spirit as Fuel, 508 

Metro. Single-speeder (letter), 168 

Middlesex Territorial Volunteer Transport 

(illus.), 17 
Misfiring, 173, 405 
~ at Slow Speeds, 291 
Miles Chemical Vulcaniser, 404 
Military Camp, A Visit to a. 334 

— Machines after the War, 398 
Rough Usage for, 210 

— ' Motor Cycling in America, 403 

U.S.A., 475 

Cyclists, Concessions to, 185 

~ Notes, 12, 36, 49, 72, 95, 119, 140. 160, 

192, 210, 238, 255. 278, 307. 336, 351, 

376, 395, 419, 446, 474, 493, 518. 548, 

568, 591- 

Milk and Honey (letter), 603 

Mills, Lt. J., 119, 163 

Millar, E. H., 275 

Million Pounds Overseas Trade. A (leader), 293 

Milner, J. (letter), 601 

Miniature Motor Cycles, 74 

M-L Magnetos under Test, 250 

M.M.G.S. Badge, 395 

M.M.K. (letter), 267 

Modernising an Ancient Model, 364 

Mogridge, Lewis, 475- 

Monocar, A Featherweight, 433 

— H.P. for, 269 
Monster Motor Cycles, 386 
Monkey Knut, A (illus.), 500 
Montgomery, Pte. W. J., 548 
Morcom, Mr. H. B., 303 

Morgan Motor Co., Ltd. (letter), 500 

— Runabout, Transmission Guard, 77 
Morgans Obtainable, 174 
Mortham, H. T., 549 

Moore, R. F. (letter), 481 

Moss, Sgt. P., 119 

Motor-assisted Bicycles (letter), 194, 217 

— Cycles, 264 
Motor Bicar, 137 

— Boat Patrol, In the, 192 

— Cars for Hire, 520 

~ Cycle as an Aid to Press Photography, 472 

Club of S. Australia, 555 

in Burma, 184 

Business, 384 

Madeira, 586 

Engines, Water-cooling of, 227 

Fitted with Wireless Telephone, 496 

Ladies and the, 244 

Police in Australia, 10 

Speed Events at Christcburch, 359 

Storage, 543 

— — The Early History of the, 472 

First to Fly, 375 

Utility of, 240 

Thief, 53 

Thieves, 550 

— Cycles and Other Sports, 496 

Prices after the War (leaderette). 87 

the American Army, 236 

by Rail, 121 

— — Census of, 163 

Dynamo Lighting for (letter), 382 

foY Despatch Riders, 405 

— — — Newspaper Delivery, 211 

Russia (letter), 360 

the Disabled. 282 

— Lame. 139. 282 

in the Wilds of Africa, 420 

Warfare, 569 

— — Manufacture, 1 

— — not yet Recognised by U.S. Army, 449 

Rear Springing of, 180, 217, 266 

Stacks of, 548 

Used by Police, 374 

— Cycling and Toothache, 118 
Boot, A. 534 

in the Balkans, 447 

— — Scenes in Uganda, 446 
Sea Lions (illus.). 553 

— Cyclist D.R.'s of the Tanks, 141 

— — in the Australian Bush, 19 

— — Volunteer Combination, 377 

Volunteers at Blackpool. 523 

Wanted in Southampton, 567 

— Cyclists, America's Uses lor, 212 

— — and Aero Engines, 546 

National Service, 333, 357. 385 

R.F.C, 239 

as Ploughmen, 427 

" Behind Europe's Trenches. 498, 522, 565 

Disagree. When. 287 

How they are Helping Uncle Sam in the 

War, 496 

— — in India. 395 

— — — Mesopotamia. 446 

Motor Volunteer Parade at Liverpool. 


the R.F.C, 603 

70.000 Armv, 496 

Volunteer Riding Test. 452 

Winter Sport in Denmark. 359 

— Drivers in the Infantry, 210, 278 

(leaderette). 151 

Motoring Family, A, 419 
Motorist's War Book (letter), 16 
Work, A, 420 

Motor Launch, A Motor Cyclist on, 493 

— Machine Gunners. A Group of, 474 
Gun Service, 474 



Motor Spirit, A New, 567 

— Trade and National Service, 53, 78 
_ Transport Volunteers, 262, 376 

— Volunteers, 375, 426, 499, 506, 521 

and the Wounded in London Hospitals, 

A New Corps, 332 

— — Recognition of, 77 

Route Test, 452 

Motosacoche, M.A.G.-engined, 590 
Mottram, Reg. W. L. (letter), 288 
Moulinie, Andre, 307 

Mountain Climbing in New South Wales, 604 
Mount Clarence, Ascent of, 214 
Mudguard Clearances, 565 
Mudguarding (letters), 60, 104, 197 

— Question Again, 446 
Mudguards, Cleaning, 243 

Mud Plug, A Hundred Mile, 428 

— Protection from, 114 

— What is its Proper Place? (leaderette), 111 
(letter), 197 

Mullis, W. (letter), 59 

Mundy, Rex, 193 

Murphv, Leonard, M.I.E.E. (letter), 198 

M.S. (letter), 288 

M.T. Driver (letter), 479 

— Officer's Comments, 565 


N.A.B. Spring Seat, 112 

Names, Registration of, 209 

Naphthalene Blocks (letter), 194 

Naphtha, Running on. 319 

National Motor Volunteers, Blackpool, 449 

in U.S.A., 553 

Liverpool, 15, 348, 355 

— London Area, 123 

The Work of, 226 

— Service and Motor Cyclists, 333, 357 
Necessity Knows no Law (illus.), 171 
Neish, Cpl. L., 352 

Neumann, Miss Alice, 32 
New American Designs, 2 
New Bearings, Fitting, 532 t 

— Hudson, 6 h.p. (illus.), 245 

~ Imperial Motor Cycles, 123, 450 

RussLin Models, 316 

Spring Frame, 286 

— Jersey M.C. Trial, 428 

— Motor Cycles by Permit (leaderette), 111 

— Rover Cycle Co., Ltd. (letters), 302, 382 

— Speed Records in Australia, 250 

— South Wales, Mountain Climbing, 604 

— Tanks Filmed, 548 

— Zealand, Racing in, 102, 517 

Some Good Going, 315 

Newcastle Motor Club, 53 

Newspaper Delivery, Motor Cycles for, 211 
Nias, Ca)Jt. A. N., 501 
Nicholl, Lt.-Col. D. F., 193 
Noise, E.\cessive, 220 

— or Silence ? 526 

Noisy Motor Cycles in Australia, 357 

Non-slipping Belt, 342 

North, F. C, 278 

Norton Engines (letter), 37 

— 4 h.p. and Sidecar (illus.), 398 

— J. L. (article), 29 

— 4 h.p. (illus.), 74, 272 

— Motors and Repairs, 122 

— Refinements, 592 

— War Service Machines, 262 
Nortons, Big .Singles for Overseas, 294 

Not Derelicts, but 1916 Military Models 
(illus.), 210 

— too Old at , 406, 480 

Novel Rear Lamp (comment), 43 
Novice (letter), 16 

— The, 478 
Novices, Hints to, 416 
N.S.U. Gear, 341 

Nye, R. L. (verses), 192 

Occasional Comments, 3, 25, 42, 67, 89, 118, 

133, 153, 177, 203, 225, 249, 273, 295, 323, 

343, 367, 391, 415, 439, 463, 489, 511, 535, 

559, 583 

Octagonal Metal Sidecar (illus.), 237 . 

Oil (Consumption, 194 

— — Excessive, 531 

— Cooling, 581 

— Leakage, 412 

— Leakages, 489 

— Pool Arranged, 300 

— Pooling of, 280, 300 

— Pump, A Throttle Controlled Force Feed, 


— Pumps for Australia, 600 
Oilskins, Dressing, 320 

Oil, Where does it Go? 489 

Oiling a Magneto, 412 

Olieslagers. Jan, 420 

One of the Boys (letter), 217 

One Power Stroke l>er Revolution, 471 

On Le^ve, 593 

O'Eaffertv, J. C. (letter), 431 

Origin, Year of (letter), 217 

Osborne, R. E. (letter), 17 

Oswin, John (letter). 145 

Outlook, 74 

Outside Flywheels. 60, 103 

Overhauling an Engine-shaft Gear, 154 

(letter), 310 

— a 1914 6 h.p. Zenith, 326 

Overhead Valve Engines and Tune (comment), 


— Valves, 1, 438, 601, 516, 555 
Overheating, 386, 486, 555 
Overseas, A Voice from, 589 

— Big Single Nortons for (illus.), 294 

— Competition, 497 

— Conditions and their Effect upon Design, 


— Model, A Test of an, 296 

— Models, More, 588 

— Motor Cycles, 7. 92, 182 

— Production, Handicapping (letter), 397 

— Riders Home on Leave," 504 

Opinions, 9, 93, 182, 313, 396, 503, 588 

— Requirements. 601 

— Trade, A Million Pound (leader), 293 
Overtime Farm Tractor at Work (illus.), 296 
Oxfordshire Motor Volunteer Corps, 280 


P. and M. (illus.), 192 

— — — An Appreciation of the, 564 

Booklet, Review of, 174 

M.'s in the Somme Area, 307 

Paine, Capt. E. W. M., 339 
Palestine, A Picture from, 518 
Palmam Qui Meruit Ferat (letter), 310 
Palmer Tyres, 174 

700x75 mm., 270 

Laraplugh Pump, 34 

Paraffin and Water, Running on, 366, 387 

— Restrictions, 407 

— Running a Two-stroke on, 435 

on (letters), 291, 319, 329, 341, 430, 

436, 531, 579, 605 

— Vapour, The Weight of, 269 
Parker, Lt. Reg. G., 140 

— Miss M. C. (illus.), 135 
Parson (article), 539 
Parsons Valve, 325 
Partejoie, G. W. (letter), 431 
Parts, The Speeds of, 350 

Patents, Abridgments of, 40, 86, 150, 174, 270, 
277, 342, 388 
Paterson, Lt. Cyril, The Marriage of, 278 
Patterson, Charles S., M.B., M.R.C.S. (letter), 


— C. S. (letter), 127 
P.C.K.S. (letter), 289 

Penang, An Old Machine in, 505 

Penney, Chas. (letter), 479 

Percival, W. Spencer, 140 

Perfect Two-stroke Plug, 25 

Permanently and Totally Disabled (letter), 601 

Permit to Drive, 679, 606 

Permits, Agents to Obtain, 213 

— Extended Manufacturing, 216 
Pervyae, The Heroine of (illus.), 216 
Petroil, 320 

Petrol after All, Six Months', 281 
Some (leaderette), 271 

— Allotments (leaderette), 365 
(letter), 405 

- — Allowances, 42, 53, 65, 78 

— and the Daily Press Again, 473 
Press, 495, 528 

— Committee, The, 415 

— Consumption, 364 
in Africa, 397 

— Control Committee Announcement, 144 
System, 374 

— Cooling, 529 

— Dealers, Notice to, 167 

— Distribution, A Suggestion for, 510 

— Economies, Possible (leaderetteJV 533 

— Economy, 602 

— Famine, 281, 286 

— for Parsons, 280 
r Sale, No, 472 

— Gauge, 534 

Float, Logged, 245 

— Hotchpotch, 391 

— in Paris, 33-+ 

— Licence, 339, 387, 460 

— Licences, 32, 33 

— or Paraffin (letters), 298, 352, 383 

— Outlook, 280 
Petrol-paraffin Mixtures, 144 
Petrol Permit, Carrying a, 412 

— Permits, 269, 412, 481 

— — and Supplies, 501 

— Pills, 222 

— Position, A, 567 

Suggested Refund of Licence Fees 

(leaderette), 131 

The (leaderette), 437 

What is the True, 389 

— Prices, Fixed, 303 ^ 

— Purchasing, 363 

— Queries, 186 , 

— Restrictions on Cars for Hire, 449 ' 

— Starting on, 322 

— Stocks, 331 

— Stories, 487 

— Substitutes, 245, 268, 340 
and Starting, 172, 199 

— — Comparisons of, 290 

— — Question of, 166 

Testing, 187 

The Use of, 220 

Ban on, 240, 259 

— Supplies, 411 

— The Storage of, 386 

— To Prevent Waste of, 582 

— Use of, 213 

— Users, Warning to, 53 

— Waste, 501 

Petroleum Pool, 398 

Phillips Magneto, Government Test of, 222 

Phcenix Sidecars, Types of, 244 

Pioardy Pitt (letter), 576 

Pidcock, C. W. (letter), 198, 217 

Pillion Seat, A Child's, 446 

Pilot Jet, A, 224 

Control, a42 . 

Pilots, Oversize, 280 
Pioneer Journalism, 383 
Pip-Emma (letter), 602 
Piston, A Cracked, 486 

— Design, Novel, 235 

— Ring Pressure, 91 

— Rings, Two-stroke, 203 
Pistons, Air-cooled, 414 

— Those Quivering, 211 
Pivotal Joints, 388 
Plastic Solder, 56 
Plateau, M. de L. H. E., 352 
(letter), 194 . 

— H. E., 575 

Platinum Points, Fixing, 173 

Trimming, 320 

Plug, An Air-cooled, 438 

— A Self-cleaning, 414 

Sooty, 340 

Plugs, 401 

— Cleaning, 488 

— Cooling of (comment), 42 
Police and Number Plates, 448 

— Traps near London, 501 
Pooling of Interest, 472 
Popular Paper, A, 574 

Port Designs on Two-stroke Engines (article), 


(letters), 105, 195, 217, 241 

Post-war Manufacture of Motor Cycles, 536 

— Matchless, Comments on the (letters), 219, 


— Motor Cycle, 46 

— Models, 243 
Potatoes (illus.), 354 

Potential Buyers, Attention to, 354 

— Overseas Markets, 313 
Pot-holes, Tarring over, 472 
Potts, Flight-Lt. J. F., 119 
Pormtney, J. H., 591 

Power and Economy, 414, 551 

Weight of Sidecars, 490, 528, 550, 574 

— Lack of, 245, 292, 320, 364 

— of a Motor, Calculation of the, 431 

— Stroke per Revolution, One, 471 
Practical Motorist (letter), 267 
Pre-ignition, 268, 436, 486, 606 
Preferential Treatment for Front Cylinders 

(leader), 65 
Premier Motor Cycle, 3V2 h.p., 139 

— — — in Japan, 27 

Press Photography, The Motor Cycle as an Aid 

to, 472 
Preventing Waste of Petrol, 229 
Prices in the War Zone, 12 
Pro-Ally Sentiments, Proof of, 566 
Progressive (article), 69 

— (letter), 195 

Progress, Wolverhampton (letter), 60 
Prohibition in India, 8 
Protecting Control Levers, 582 
P.T.L. (letter), 405 
Pulley Gear as Clutch, Using, 554 
Pulleys, Removing, 322, 362 
Pullin, C, Marriage of, 399 
Pushing Motor Cycles, 127 
Puzzled, 235 

Questions and Replies, 21, 39, 63, 84, 109, 129, 
148, 172. 199, 220, 245, 268, 291, 320, 340, 
363, 435, 459, 485, 507, 554, 605 

R.A.C., 427 

— Buildings, Future Use of, 99, 122, 142 
Racecourse, An Original, 104 

Racing in New Zealand, 517 

R.A.C.'s New Name, 186 

Radiating Fins and Aero Engine Practice, 107 

Broken, 435 

R.A.M.C., Capt. (letter), 381 
Rasenluna, N. P., 359 
Raynes, S., 534 

Rear Springing of Motor Cycles, 180, 217, 

266, 287 
Rebate on Licence Fees, 213 
R.E.C. (article), 530 

— (letters), 196, 500 

Recommended Routes, 64, 85, 110, 138, 149, 

173, 200, 221, 246, 269, 292, 320, 341, 

364, 387, 412, 430, 450, 486, 508, 532, 

555, 580, 606 

Record? Is it a, 273 

Recruiting Closed for Motor Cyclists in R.F.C., 


Recruits dealt with by The Motor Cycle, 336 

Red Cross Motor Carnival in New Zealand, 359 

Reducing Compression, 582 

Redwood. Sir Boverton, 142 

Reeve, L.-Cpl. S. A., 502 

Refunding of Tax, 240 

R.E.G. (letter), 265 

Registration Act, New, 181 

~ of Names. 209 

Reid, Cpl. G. C, 447 

— Gordon C. (letter), 360 
Reliability (letter), 502 
Relph, W., 596 
Repairing Pot-holes, 281 
Repayment of Licence Duty, 497 



Replacing a Stud, 322 
Remagnetising, 220 

Reminiscences, More Sporting (Sth Instal- 
ment). 178 
Removal of Cylinders, 264 
Removing a Flvwheel, 554 

— Piilleys, 322 

— Refractory Valve Caps, 265 
Restrictions (letter), 266 
Retrospects of a Rural Rider, 317 
Rex Cantilever Suspension, 112 
R.F.C. (letter), 311 

— Motor Cyclists on the Somme, 307 

— Mounts for the, 303 

— Officers' Tunics, 281, 303 
- Recruits, 239 

— Sidecars for the, 301 
Rice, Capt. B. C, 419 

Ricardo, M. H. R., B.A., A.M.I.C.E., 235 
Rider Troward and Co. (letter), 265, 504 
Riding Against Time, 281 

— Conditions of the Eastern Hemisphere, 188 
Western Hemisphere, 304 

Rilev, Commander, 54 
R.N. (letter), 431 
R.N.A.S., 351, 376 
Road C-onditions, 332 
-in Mesopotamia. 238 

— Construction. The History of, 256 

— Map. A Useful, 594 

— Rider (articles), 276, 476 

— Speeds, 485 

— Surveyors, Suggestion for, 543 

— Taxation, 507 

Roberts, G. A. (letter), 146 

— Percy (illus.), 71 
Robinson, Lt. F. A. (Eric), 49 
Robb, Victor, 241 

Roller Bearing Hubs. 399 

Romvn. A. W. (article), 257 

Ross, Mr. C. M., 315 

Roosevelt, Sgt. Archie, 64 

Roote, C. (letter), 219 

Rotars'-engined Motor Cycles, 53, 79 

Rotary Engines, 546 

Roundabout Cars, 497 

Round Tower, Edge Hills, 297 

Route to Avoid, 212 

Rover (illus.). 430 

— A Twin-cylinder Chain-driven, 299 

— 3I2 b.p. and Sidecar (illus.), 409 
Rovers for Russian Army, 299 

Royal Overseas Officers' Club, 236, 306 

— Ruby Chain-cum-belt, 230 
Motor Cvcle, 99 

Russian Model, 421, 426, 448 

Safety Stays, 426 

— Susses (letters), 82 
R3 1166 (letter), 430 

Rudge, A Round Tour on a, 390 

— Multi and Sidecar, 483 

— Multis, A Batch Ordered iqr Belgian 

Government, 459 

— Sidecar Model. Developments in (illus.), 440 

— T.T. Direct Belt Drive, 231 
Rudges in the T.T. Race. 460 
Runabout, A Featherweight, 329 
Run Round Sundon Wav, 558 
Russell. Cpl. Art., 568 

— Cpl. H., 352 

— Ronald S. (letter), 382 
Russian Army, Enfields for the, 191 
James for, 571 

Matchless for, 540 

New Imperials for, 316 

— Government. Sunbeam for, 396 

— Machines. Gear Boxes for, 497 

— Military Models, 426, 594 

— Roval Rubv, 399, 421 
Rycroft, J., 60 


Saddle Cover, 366 

Saddles on Spring Frames, 58T 

Saiety First Film, 11 

Sale or Return Still Exists, 374 

Sampson Rotarv Vulcaniser, 28 

Sangster, C. G. B., 174 

— C. T. B.. 388 
Sapper Sub (letter), 147 
Sayer, Lt. L. (letter), 81 
Sayers, C. W. (letter), 603 
Saxpenny Motor Cycle, 572 
Scare Press, 527 

Schofield, F. E., 195, (letter) 407 
Scoon, Flight-Sgt. R. S. (illus.), 119 
Scooter in Australia, 374 
Scott and Long Journeys (letter), 430 

— Capt. A. M. C. (letter), 479 
C. L.. 420 

— Lubrication, 507, 605 

— Sidecar (illus.), 9 

— Sociable, American Impressions, 10 
(letter). 37 

Road Test, 4, 22 

— Triangulated Frame. 96, 115 

— T.T. and Sidecar (illus.). 491 

— Tuning a, 173, 200 
Scntt. R. C. (article), 184 

Sea Level, 7,800 Feet Above, 229 

Scare Press, The, 550 

Searle Tubes, 86 

Second-hand Prices, 257, 259, 286. 332 

— — after the War (leaderette), 41 

— — Fluctuations in, 556 

— Ifachines, Advice to Buyers of, 257 

— Market, 570 


Second-hand Values, Decline of (leaderette), 247 

Declining, 236 

Seizure. Almost a, 552 

Self-cotterin^ Valve Springs, Replacing, 418 
SeU-lubricating Leaf Springs, 28 
Serclaes , Baroness de, 216 
Service Men, Concessions to (leaderette), 175 
Seventeenth W.D. Volunteers, 54 ■ 
Seven Years' Reader of the Blue 'Un (letter), 

S.G.W. (letter), 315 
Shaft Drive, 449- 

Shaika Fort, On the Way to, 238 
Shannessy, Lt.-Col. J. J., 72 
Sharp, David (letter), 549 
Sharpies, Sgt. T., 449, 523 
Sharvell, a., 534 
Sheet Metal Forks, 450 
Sheldon, Lt. W. II. H., 13 
Shellshear's, Mr. W. G., Spring Frame, 207 
Shield, Pte. Frank L. (letter), 169 
Shifting Spanner, Use of. 27 
Shock Absorbers, 576, 601 

— from a Sooted Plug, 583 
Shoda. T. (letter), 338 
Sidecar. A Home-made, 237 

— Ambulances, 525 

— — in France, 95 

— Another Use for, 374 

— Attachment, The Selection of a (leaderette), 


— Bodv. Fitting a New, 218 

— De Luxe (leaderette), 365 

— Driving from the, 202 

— Featherweight, 515 

— for Business Purposes, 434 

— Manufacture in the War Zone, 420 

— Mudguard Attachment, 473 

— Outfit, Specification of (letter), 311 

— Screen, A, 174 

— Suspension, 342 

— The Heavyweight, 368 

— vPTsm Cvcle Car (letter), 61 

— Weights, 496 

— Whgel, Making a Cone for, 606 

— Wheels, Springing the. 584 

Sidecarring in- Burma (illus.), 184 

— near the Equator, 446 
Sidecars for the R.F.C, 301 

Use of Fire Brigades (leaderette) 247, 

' (letter) 266 

— on Lightweights, 291 

— Phcenis, 244 

— The Power and Weight of (illus.), 490 
Siffken, Sgt.-Major B. C, 193 

Sikh (letter), 529 
Silencer Efficiency, 265 
Silent Discharge, 153, 195 

— Motor Cvcles (letter), 60 
Silver, Mr. Torn, 589 
Simple Starting Tip, 229 
Simplification, 254 
Simplifying the Two-stroke, 394 

Simplex Power Unit (illus. description), 120 

Simpson, W. A. J., 312 

Simms Motor ITnits, Ltd., 174 

Sims, Rear-Admiral W. S., 475 

Sinclair, Sgt. J. H. (letter), 197 

Singer Lightweight, 256 

— 3 h.p. and Utility Sidecar, 357 

Single V. Twin-cylinder Engines (letters), 16, 

38, 59, 82, 103, 128, 146. 169, 195. 219, 

337, 367, 480 

Twin in Grease, 238 

Singles, What Tank Despatch Riders Think of, 

S.K. (letter), 549 
Skids, Avoiding, 206 
Sledging in Denmark, 359 
Sleight. Pte. W. E., 80 
Sleeve Valve Motor Cycle Engines, 431 
Slipper Type Piston, 235 
Slow Speeds, No Power at, 172 
Small, Ed. A., 265 

— Power after Overhaul, 486 
Smith, Driver A. A., 475 

— J. Clinton (letters), 339, 429 

— S. (letter), 429 

Soldier's Triu to Visit Wounded Brother, 537 
Solo (letter): 550 

Solvent Naphtha and Mixed Fuel, 453 
Some Bicycle (letters), 381, 430, 455, 479, 502, 


— Bike, 511 

— Petrol after All (leaderette), 271 

— Pluck (comment), 25 
Sooted Plug, Shock from a, 583 

South Australia, Motor Cycle Club of, 355 

Spain with a Sidecar, In, 44 

Spare Wheel. Carrying a, 459 

Spares, No More, 275 

Sparking Plug and Cooling Arrangement, 534 

A Novel, 458, 500, 551 

Condensation, 249, 335, (letters) 311, 383 

Design, 501, 527, 574, 602 

Position of. 200 

Sparklets. 40, 150, 174, 222, 270, 342, 388 
Special Hire Permits. 541 
Speed, Changing, 320 

— Limits, 575 

— Records in America, 397 
Speedie, John (letter), 267 
Speedometer, Isochronous. The, 171 

— Watford. 174 

Speeds of Parts, The, 350 

Spoke Holes in a Hub, Drilling the, 458 

Spokes, Mending, 366 

Sporting Reminiscences, Mox'e, 178, 392 

— Trio, 448 

Six>rtsman's Use for Motor Cycle, 63 
Sphinx Manufacturing Co. (letter), 362, 500, 


— Sparking Plugs, 40 
Spring Fork (letter), 381 

— Forks, The Mounting of (letters), 339, 381, 


— Frame, British, 314 

Campaign and 2'/^c Motor Cycle (letters), 

381, 479 

Design, A French, 312 

Flat Twin Brough (illus.), 442 

L.M.C., A, 300 

New Imperial, 286 

Problem (letter), 310 

Substitute, A, 182 

What is a (letter), 198 

— Frames Again, 373 

and Frame Breakages, 519 

— — A Side Issue, 583 
Growth of, 542 

More (letters), 207, 237, 289, 312, 373 

Saddles on, 587 

— Seat Pillars, 112 
~ Wheels, 371 
Springing, 303 

— the Sidecar Wheels, 584 

Springs and Mudguards (comment), 133 

Sproston, Cpl. A. J. (illus.), 536 

S.S.D. (letter), 338 

Stand Clip, New Design of, 275 

Stanhope, Spencer, 543 

Stanley Shock Absorber, 124 

Starley, Mr. W., 450 

Start, Failure to (letters), 194, 246 

Starting Device, 530 

— Difficult. 173, 606 

— in Cold Weather, 173 

— Mixture, A Strong, 267 

— on Acetylene, 242 
Steam Light Car, A, 280 

— Tractor with Load of Timber, 297 

Steel Cylinders of German Aero Engines, 155 

— Radiating Fins on Iron Cylinders 

(comment), 118 
Stephens, Miss M., 135 
Stephenson, C. H. (letter), 195 
Stepping Stone Sparking Plug, 362 
Steerwood, F. T. (letter), 81 
Stocks, J. W., 98 

Stolen Sidecar, £,b Reward for, 354 
Stone, Phillip, 575 

Stone's, Mr. C. T.. Spring Frame, 207 
Stopped Cheque, 41 2 
Stops for Carburetter Levers, 322 
Storing a Sidecar, 580 

— Heavy Fuels (letter), 287 

— Petrol Substitutes, 258 

Stratford Court, Excessive Zeal at, 10 
Street Lamps (letter), 219 
Strong, E. J. L. (letter), 16 

— Starting Mixture, 287 
Stuart, A. F. (letter), 431 
Stud, Replacing a, 322 
Sturdee, Mr. Thankfull, 472 
Sturdy Midget, A, 217 
Sturmey-Archer Gear Control (letter), 61 
Suction Drip Feed, 507 

Sub (letter), 362 
Substitute, A Good, 222 

— Tip. A, 258 

— Using, 532 
Substitutes, 487 

~ Analysis of, 212 

— by Permit (leaderetti;), 223 
(letter, 265 

— Home-produced, 332 

— The Use of, 233 
Sudden Pulling Up, 508 
Suggestions for a Title, 209" 
Suggestive Signpost, A, 377 
Summers (Dvr.). Jack W„ 238 

— L.-Cpl. J., 569 

Sunbeam (illus.), 172, 384, 396, 495 

— 8 h.p. Russian Military Mount, 396, 429. 


— Military Models, 402 

— Motor Cycle. 8 h.p., 57 

Sun Cycle and Fittings Co., Ltd.. The (letter). 

Sundon Way. A Run Round, 558 
Swaine, J. (letter), 527 
Swinton. Col. E. D., 160 
Swiss Despatch Riders. 590 
Syme, Bruce (letter), 429 


Tandem Four-wheelers, 511 
Tank Badge, A New, 474 
Appreciated, 518 

— Creator, 541 

— Heroes, Honours for, 568 

— Minor, 455 

A Suggested Featherweight Monccar, 433 

, — Repair. A Temporary, 606 

— Sidecar (letter), 82 

— Talk, 419 

— The Price of a 278 

— to be Used as a Delivery Van, 566 
Tanks. 13, 119, 140, 160, 351 

— A Tribute to the Men of the, 192 

— The Boche. 447 

Tail Lamp Connections. 225 

How to Keep Alight, 408, 

Tell Tale, 245 



Tanner Force-feed Oil Pump, 42, 86 
Taplin, G. W. (illus.), 210 
Tappet Adjustment, 383 
Tana, A Prelerential, 399 

— Fixing a, 370 

Tate, A. H. (letter), 397 
Taylor, Cpl. J. W. (letter), 405 

— G. D. (reader's reply), 173 
Taymans, E. (illus.), 9? 

— Madame, 211 

Taxation, A Suggestion for Future, 455 

Taxis Only for Hire, 473 

Tax, Refunding of, 240 

T.C., Falkirk (letter), 38 

Teasdale, E. A. (letter), 310 

Technical Sergt.-Major, R.F.O. (letter), 500 

Ten Thousand American JVIotor Cyclists, 521 

— Years Ago, 205, 228, 441, 546, 592 
Terror of the Boad, 102 

Testing IMotor Cycles in Egypt, 493 
Test of an Overseas Model, 295 

— — British Fuel, 515 

The Goat- A Perverse Beast, 538 
77ic Motor Cycle and its Readers, 257 

— — — Spring Frame Campaign, 479 

2d. (leaderette), 201 

Thomas, D. (letter), 243 
Thompson, A. B. (letter), 398 

— H. E., 285 

— M. M., 409 

— Pte. E. M. (letter), 455 
Three-cvlinder Engine, 552, 567 
Three Years' Motor Cycling, 451 
Throttle-controlled Force-teed Oil Pump, 400 

— Lubrication (article), 34 
Through Feminine Goggles, 334, 482 

— Zululand and Natal, 409 
Thwaite, C. B. (letter), 337 
Tilop (letter), 103 

Timing an Engine, 199, 507 

— the Spark, 268 

— — Valves and Ignition, 606 

— Wheels, Noisy. 221 
Timken Roller Bearing, 404 
Title, Suggestions for, 209 
Tool Roll Tip. A, 260 
Tomblin, H. A. (letter), 17 
Track of War, In the (illus.), 193 
Traction Engine versus Motor Cycle, 349 
Trailer and Sidecar, Combination of, 348 
Transmission Experiences, Some, 230 
Travelling by Train, 426 

Travers, Pte. J. M. (letter), 565 
Trenches and Rest Billets, 473 

— A Tip from the, 573 
Trial Runs and Licences, 199 

— Troubles, 393 
Tricycles, Armstrong, 174 
Tropics, An Old Machine in the, 183 
TroUope, Flight-Lt. A. E.. 474 
Triumph 4 h.p. Sidecar Outfit (illus.), 184 

— Gloria Sidecar Outfit, 555 
Optflts, 301 

— Motor Cycles (illus.), 13, 33, 50, 152, 493 

— 3V. h.p., 397 

Triumphs for War Zone (illus.), 418 
TuUy, Minnie (letters), 527, 550 
Turner, Cyril J. (letter), 405 
Twin Engine (leader), 509 

— Engines. 549 

— Magneto for a Single-cvlinder. 199 
Twisting Handle Control (S. Sadler), 28 
Two-speed Gear, Fitting a, 436 

Wanted, A Siwrting, 439 

Two-stroke, An Economical. 272, 381 

— Cleveland. 560 

— Design, 481, 528, 549. 602 

— Engines. 431 

— — in America, 78 

— — — Canada, 455 

Port Design on, 168, 195 

Two Sparks in, 411 

— for Sixpence, 510 

— Improvements, 342 

— Lubricating a, 508 

— Lubrication. 355 

— Machines, Climbing Abilities of (letter), 339 

— Petrol Consumption, 527, 573 

— Piston Rings, 203 

— Purchasing, 355 

— Radial Engine (patent), 150 

— Rattle, 354, 580 

— Simplifying the, 394, 456 

— Timing a, 507 

— Tip. A, 488 

— V. Four, 494, 502. 549 

Four-stroke, 407, 457 

(letters), 241, 338 

Tyre Experience, An Unusual, 187 

— Imports Stopped, 449 

— Mileage Cost Chart, 121 

— Prices, 270 

Tyres and Economy, 445 

— Rise in Price of, 212 


Uganda, Motor Cycling Scenes in. 446 

Ulster Centre, No Competitions in, 331 

Umholoti River (illus.), 504 

Unequal Lubrication of V Twins, 551 

Uneven Firing, 199 

Unit Construction, 388 

Universal Model, The, 314 

Unsatisfactory Running, 363 

Unsold Newspapers, The Government and, 356 

Upton, Gunner L. P., 279 

Useful Leg Shields, 248 

Use of Substitutes, The, 233 

U.S. Troops for France, 376 

Utility Machine, The, 463 

— of the Motor Cycle, 240 

— — — Sidecar, 435 

— V. Fads, 463 


Vacheron. J. R. (letter). 457 
"Valve Arrangement, Concentric, 277 

— Springs, Removing Self-cottered, 323 

— Stem Lubricator. 596 

— Timing. 172 

— ~ on Twins. 66 

Valves and Efficiency (letters), 61, 170 ' 

— Combined, 324 

— Electrically-operated, 477 
' — Overhead, 438, 501, 516 

— Pit? Why do, 415 

— Squeaky, 246 

— if. (The Critics), 470 

Vandervell, Mrs. C. A., and Wounded Soldiers, 

Vaporine Petrol Substitute, 174 
Vaporiser, A. H. Bnrslem (letters), 38, 80 

— An Efficient. 408 
Vaporising Paraffin, 554 
Variable Jet. A, 322 
Fitment, A, 488 

— Pulley Gearing, 270 

Variety of Conditions for Despatch Riders. 279 

Veloce, Ltd, (letter), 50« 

Velocette Two-stroke, The, 272 

Verdun, Photographs of, 50, 193 

Vibration, 220 

Vickers, Archibald, Ltd. (letter), 287 

— Bombr. W. H., 390 

— Clyno Machine Gun Sidecars, 498 
Vickers-Jones, Basil, 12 

Visit to a Military Camp, 334 
Vitesse, Engine Names, 268, 287 
Voltage of a Magneto, 531 
Volunteer Motor Cyclists, 455 

Gathering of, 375, 426, 448, 499 

North Country, 478, 521 

in North Wales, 424, 425 

Liverpool, 477 

Orders for, 506 

Team I'rial, 348 

The Work of, 226, 278, 351 

Wanted, 448 

Volunteers at Blackpool, 472 
V.S. Gear, Dismantling a, 436 
Vulcaniser, A New Portable, 404 


Wadia, K. D. (letter), 243 
Wakefield's, C. C, New Motor Oil, 174 
Walker, H., 408 
(letter), 17 

— Miss May (articles), 83, 482, 558 

— Mr. A. C, 435 

— W. P. (article), 132 
Wallace, L. (letter), 267 
Wallen, J. H. (letter). 266 

Walmsley's, Rev. A. M., Family (illus.), 183 
Wanted, a Good Lightweight, 551 
War-batt3red Machines Buried in Snow (illus.), 

War, In the Track of (illus.), 193 

— Meeting, Another Remarkable. 574 

— Model Motor Cvcles, Triumphs, 418 
Cycle, The Life of a, 308 

— Service Machines, Norton, 262 

— Time Mascot, 411 
Necessity, A, 204 

— Work and Lady Motor Cyclists (article), 134 

War-scarred Motor Cycles, 544, 601 
War-shattered Machines and the Public, 581 
War-worn Motor Cycles, 547, 569, 581, 601 

The Disposal of, 234, 237, 581 

Ward, A. (letter), 527 

— E. C, 277 

— Pte. L. (letter), 528 
Warden, G., 483 
Warming the Air (letter), 81 

— Up, Slow in, 579 
Warwick, G., 342 
Wasp (article), 564 

Waste of Petrol, Preventing, 229, 242, 582 
Wasting Petrol, 520 
Water-cooling, 344 

— of Motor Cycle Engines, 227, 288, 383 
Water Injection in a Petrol Engine, 37, 80, 104 

— in Petrol, 374 

— on High-tension Terminal, 582 
Watford Speedometers, 174 
Watkinson, Art. -Cpl., 548 
Watson, Cpl., 523 

— Ist-A.M. S. F., 255 

— S. F. (illus.), 520 

Weak Compression, Under-lubrication and, 508 

Weaknesses, Eliminating (leaderette), 223 

Welcome to a New Ally, 396 

Weaver, W. R. (letter), 217 

■Wielding, Facts about, 174 

Welsh Mountains, A Jaunt to, 158 

Western Australia, Road Racing in, 374 

— Hemisphere, Riding Conditions of the, 304 
Westwood, Driver, J. B. (letter), 397 
W.F.C. (letters), 312, 406 

W.F.W. (letter), 574 
Wharfdale, A.S.C., M.T. (letter), 601 
What is the Ti'ue Petrol Position ? (leaderette) , 

Wheeler, R. N. F., 279 
Wheels, Spring, 371 

— The Size of, 427 

Which Type of Machine? 541 
Whitaker, Frank, 210 
Whitehead, H. R. (letter), 455 
White, Miss Mary, 331 

— Oil, 579 

Whitham, S. A. M., 395 
Whittick, R. B. (article), 20 
Whitworth, S. F. (article), 233 
Why Black? 225 

— not Three Cylinders? 552 
Wilde, A. H. (letter), 168 
Wilkins, G. W., 74 

— M. O. (letter), 16 

Williams, Eric (illus. and article), 46 .. 

— G. (letter), 406 

— R. (letter), 397 
Williamson 8 h.p., 491 

Willis Petrol-paraffin Carburetter, 28 
Wilson, Major W. G., 541 

— R., 530 

— Capt. W. Frank (letter), 430 
Windscreen, A Home-made, 596 
Wiring a Lighting Set. 485 
W.M., Workington (letter). 37 
Women Despatch Riders, 472 
Wood, A. (letter), 551 

— Evan. J. (letter), 574 

— Mrs. Stevens, 448 

Woods, Frank M. (letter), 383 

Woodhouse, Capt. J. W., 95 

Woodman, Lt. T., 12 

Woolf Graphite Lubricator, 89 

Work and Training of a Despatch Rider, 464 

World-wide Trade, 473 

Worn Belt Pulley, 172 ., 

Wounded Soldiers' Outing (illus.), 598 

on the Mersey, 542 

Wray, A. (letter), 38 

Wright. Lt. J. L. (letter), 589 

— Sgt. F. G. (Overseas letter). 314 
W.tS-. (letter), 457 

Wyatt, H., 601 

Yarrow, H. (letter), 289 

Year of Origin (letters), 217, 265 

Youths for the R.F.C., 447 

Zenith Belt and Chain Transmission, 231 
— Overhauling a 1914 6 h.p., 326 
Zephyr Motor Attachment, 164, 222 


lUife <& SoTis Ltd., London, and Ooventiffi 

I JiSUAHT 4th, 1917 

— ) 

Advertising and Publishing Offices: 
20, Tudor Street, London, E.G. 

Telegrams : " Cycliat, Fleet, London." 
lelcghone : 2848 City CflYe lines). 

Editorial Offices: 
Hertford Street, Coventry. 

Telegravu : " Motorcycle, Coventry." 
Telephone : 10 Coventry lilve Unea). 

Northern Offices : 
199, Deansgate, Manchester. 

Telegrams: " lliffe, ManohQster." 
Telephone : 620 City. 

Subscription Rates: Home, 6s. 6d.! all countries abroad, lOs. lOd. per annum. 

^ Colonial and Foheiqn Agents : 

UKITED States — The International News Agency, New York. Canada— Torontn News Co., Ltd., Toronto : ^Tontreal News Co., Ltd.. Montreal ; Winnipeg 

■ News Co., Winnipeg ; British Columbia News Co, , Vancouver : Gordon & Gotch, Ltd., 132, Bay Street, Toronto. 
ACSTEALIA— Gordon & Gotch, Ltd,, Melbourne (Victoria), Sydney (N.S,W,), Brisbane tQueeUBland). .A,delaid0 CS.A.), Perth (W,A,). and Launceston (Tasmania). 
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South Africa— Central News Apency. Ltd. Paris— Smith's English Library. 248 Rue Rivoli. 

The Manufacture of Motor 

SEVERAL motor cycle manufacturers not 
engaged upon war work have been notified 
by the authorities that the production of 
motorcycles must cease on February 15th 
next. This is serious for those firms whOj 
after vain attempts to obtain war work, have 
specialised on Overseas trade in response to 
Government exhortations. The Motor Cycle 
Manufacturers' Union met last week to discuss 
the preservation of the motor cycle industry, 
and a deputation was appointed to wait upon 
Mr. Neville Chamberlain, the; new Director 
General of National Service, with regard to the 
situation created. 

The volume of our export trade in motor 
cycles does not seem to be generally appreciated 
by people outside the trade. Some glibly talk 
of stopping the production of motor cycles, since 
they are not of national necessity, but if those 
critics were to pause for an instant and examine 
the position, they would see that the British 
motor cycle industry is one of our national 
assets, approximately a million pounds worth 
of motor cycles being exported every year. 
Moreover, the products of British manufacturers 
predominate in many countries abroad, and this 
position has only been obtained after much 
spade work. To -negative all this uphill work 
by stopping the production of motor cycles for 
export would mean that manufacturers Avould 
have to commence operations all over again, and 
in many cases would never be able to regain the 
position they once held. Not a man in the 
trade fails to realise, however, that the success- 
ful prosecution of the war is the first considera- 
tion, but is the supply of munitions still so 
inadequate that industries should be completely 
wiped out? As the position stands at present 
there is a million pound British trade in jeopardy 
- — a trade, too, which showed every promise of 
rapid expansion as time went on. Again, it 
cannot be urged that the industry has not proved 

-its worth in this great war, for it has rendered 
of its best in men, machinery, and money right 
from the commencement. Not only is the ai-my 
able to obtain as many motor cycles as it wants 
from home sources, but the requirements of our 
Allies have been satisfied. Expansion of trade is 
impos_sible, but an important industry already 
considerably affected by war demands should be 
allowed, if the conditions at all permit, to retain 
its present slender connections with trade 
channels in our Colonies and Overseas Dominions 
and neutral countries. 

Overhead Valves. 

FOR maximum efficiency there is nothing to 
equal the overhead valve. This type of 
valve would figure much more frequently 
on touring machines were it not for the 
ever-present possibility of a valve head 
snapping and falling on to the piston with 
disastrous results. At any rate such is the 
prevailing opinion which has existed since the 
earliest days of motor cycles, Avhen overhead 
valve breakages were more frequent than they 
are now. Latterly, however,- with improved 
methods of design and a closer study of 
metallurgy, we have valves of practically un- 
breakable material, and engines of such super- 
lative efficiency 'that valve breakages are becom- 
ing few and far between. This happy change 
of conditions, therefore, may reasonably cause 
designers to pause and consider whether the 
bias against overhead valves, which has been 
prevalent hitherto — and not without justification 
— may^ gradually disappear. As we have said, 
the overhead valve arrangement renders possible 
an engine design of the highest efficiency by 
reason of the fact that heat-retaining valve caps 
are dispensed with, and a simple spherical com- 
bustion chamber without ports or pass&ges is 
obtained. That many of the difficulties at first 
found inseparable from this type of engine are 
now removed is proved by the marvellous re- 
liability of modern aero engines. 

An index to the advertisements in this issue will be found on the page facing the back cover. 

JANUARY 4th, 1917. 



IT is not surprising to find that, the Indian Co. 
having started the ball rolling by introducing 
its new f^at twin, other American manufacturers 
are coming forward with 
similar designs. At the 
time we described the 
Indian twin we expressed 
the opinion that more 
would follow. In the De- 
cember issue of our Ameri- 
can contemporary, Motor 
Cycling and Bicyclmg, we 
find descriptions of two 
more flat twins, which will 
make their appearance on 
the market about March, 
1 91 7. One will be known 
as " The Century " and the 
other as " The Bailey 
Flyer." Both machines 
possess one or two original 
features, and a few details 
as regards their construc- 
tion may be of interest to 
our readers. The more 
striking design of the two 
is perhaps the Bailey, as 
among other novelties it is 
provided with shaft trans- 
mission — a type of trans- 
mission to which the even 
running of the flat twin 
lends itself. 

The frame design is 
quite no\*fel. The crank 
case forms the connection 
for the frame, as in many 
of our 3^ h.p.'s, thus 
allowing the front cylinder 
to protrude. This design 
enables a short wheelbase 
to be obtained, but the 
front cylinder appears to 
be in a somewhat exposed 

The engine is quite a 
large one, viz., 84.5 mm. x 
88.9 mm. = 920 c.c, and is said to develop between 
16 and 20 h.p. On the top of the crank case the 
magneto and carburetter are mounted, and the three- 

(1) The 920 c.c. Hat twrn Bailey Hyer. heafures are the shaft 
drive and novel frame construction. 

(2) Century flat twin lightweight. The magneto is incorporated 
in the flywheel. 

(3) The new Markel motor wheel. A company has been formed 
m the U.S.A. with a capital of £40,000 to manufacture this 

speed gear occupies a position on the side of the 
engine, the drive being direct to the rear wheel by! 
shaft and bevel gearing. The engine is started hy 

means of a long hand lever: 
at the side of the tank. ' 
The Century flat twin is 
very similar to the Bailey 
in appearance, "but is a. 
lightweight, scaling 130 lb. 
In this instance the trans- 
mission is by chain, while 
the magneto is incorporated 
in the flywheel. In this" 
design also the engine 
starter is in the form of,; 
a long hand lever. The! 
frame is divided in order 
to accommodate the front 
cylinder of the engine. The: 
gear box occupies _ tha: 
ordinary countershaft posi- 
tion, the drive from 'the 
engine being enclosed. 

A New Motor Attach^ 

Another new American; 
no\elty described in the 
same issue is a bicycle 
motor attachment, a form 
of motor becoming widely 
popular in the States at 
the present time. This 
attachment is somewhat 
similar to the well-known | 
Wall Auto-wheel, but is so 
arranged that, instead of ; 
simply attaching it to the ' 
side of the bicycle, it \ 
actually takes the place of \ 
the bicycle rear wheel. 
The motor is built into an 
auxiliary frame, so that the ^ 
driving wheel takes all 
strains, and does not throw | 
any weight on the bicycle. , 
An ingenious springing de- 
vice is fitted to take up road and driving shocks. It 
is stated that the power unit can be substituted for 
the rear wheel of a pedal cycle in half an hour. 



PART I. of the new Lighting Order of October 
22nd came into force last Monday. The regu- 
lation .referred to specifies that all vehicles, 
except bicycles, pedal-propelled tricycles, and hand- 
carts, must henceforward carry two white forward 
lights and a red rear light. Sidecars and three-wheeled 
vehicles will, of course, exhibit two forward lights 
showing the width of the vehicle and one rear light, 
while motor bicycles will meet the requirements of 

the law by the use of one head lamp properly screened 
and a red lamp in the rear. An electric lamp must 
not exceed six inches in the diameter of its lens or 
glass, and must not be more than twelve candle- 
power. In the case of acetylene lamps the size 
limit is identical, and the consumption must not 
exceed fourteen litres per hour. All lamps but those 
having no lens fronts and burning oil or paraffin must 
be screened with tissue paper. 

JANUARY 4th, igi7. 




American Factories in England. 

BT is alre'ady clear that the American trade expects 
{a) a temporary continuance of prohibition after 
the war, followed by {b) protective tariffs ; and 
that the usual retort to such trading methods, i.e., the 
establishment of new factories inside the prohibition or 
tariff wall, is to be adopted. This fact settles the 
question of " quantity " production in this country. 
Scientific repetition work is undoubtedly going to be 
applied to the production of motor cycles and motor 
cars in England, and a new factor of far reaching 
influence will appear in our industry. It is too early 
to prophesy with any pretence of accuracy as to what 
its exact effects will be. Suppose, for example, that 
a Hendee factory is erected in Great Britain or Ireland 
(if Mr. Wells will allow me to use his firm as a purely 
imaginan' illustration). It does not follow that British- 
built 7 h.p. Indians will sell here for ^£55, which is 
their market price in the States. That figure depends 
on four main factors, presumably: the size of the 
output; the cost of labour; the cost of material; and 
local charges, such as rent and rates. If the Hendee 
Co. erected a factory here to dodge, let us say, a post- 
war import tariff of 33%, it would pay them to do so if 
the four factors named above kept the price of British- 
built Indians up to the pre-war figure for imported 
Indians. Nevertheless, any immigrant American firm 
is likely to sacrifice an immediate increase in profits 
to the chance of a tremendous increase in sales, lead- 
ing ultimately to far bigger profits. In other words, it 
is on the cards that our best single-cylinders may soon 
after the war have to compete with the best American 
t\vins, and that at an appreciable disadvantage in price. 
For solo work our riders may mostly prefer the British 
single to the American twin, as has always been the 
case ; but sidecar work is another . pair of shoes 

What about Competitions? 

WE must further remember that competitions con- 
stitute a form of advertisement which has 
always had a great influence on our public ; and 
that American machines have sold with comparatively 
little recourse to competition successes in England. 
I do not think, for example, that either the Harley- 
Davidson or the Henderson has ever scored in serious 
competition over here, or even competed. But the 
Americans are splendid hands at competition work. In 
the past, with the single exception of the Indian, they 
have given our competitions rather a wide berth. But 
they will all but swamp our competitions if they estab- 
lish factories over here. They will have the men and 
other facilities ready to hand, in the v;ay that a small 
London importing depot could never have. Their in- 
creased sales, aided by their familiar business methods, 
will supply them with large bands of crack sporting 
amateurs. Our old established factories will have to 
revise their entire programmes pretty radically to meet 
all these threats. I am by no means pleading for the 

adoption of Yankee methods by our trade. Our trade 
can make, and will continue to make,' better machines 
than America has ever made yet. I suppose the 
simple fact is that we shall have to effect a certain com- 
promise between our old ideal of " quality " produc- 
tion and the typical Yankee notion of " quantity " 
production; and that the home and the overseas trade 
will profit accordingly. But if too large a percentage ■ 
of our firms stumble blindfold into the rather thorny ^ 
thicket that lies ahead, they will meet rough times, 
and will emerge singing Kipling's Boer War ditty : 
"We have had no end of a lesson; 
It has done us -no end of good." 

Leaky Petrol Taps. 

THE " petroil " system of lubrication attracts 
much adverse criticism, but it possesses one 
undeniable advantage in that its greenery- 
yallery stains infallibly draw an owner's atten- 
tion to any petrol leaks. I was denouncing the 
modern petrol tap in rather disgruntled terms 
the other day, when a friend retorted that petrol 
taps had leaked as a class since the beginning 
of time, but that nobody knew it until petroil 
lubrication coloured the . leaks and made them 
visible. I think I shall take to dissolving a small 
packet of aniline dyes in my petrol in future whenever 
it is used on machines undisfigured by the petroil 
system. An5'how, the petrol taps of my last three 
new machines have all leaked sadly, and until the 
other day I was unaware of a real cure. Grinding 
them does not seem to make any difference. In 
one case I found that the leak was not really along 
the plug of the tap, but was located at the joint 
between the tap and the tank, and a new lead washer, 
plentifully besmeared with soap, effected a remedy. 
In the other two cases a cure — which may, or may 
not, prove pennanent — was obtained by using a new 
''petrol stop" outfit made by the Chemico people. 
It is a formidable looking apparatus, really intended 
for tank leaks ; but, mercifully, the modern tank 
does not leak unless you sideslip and jab one grip 
of a racing bar through the side panel. The afore- 
said outfit consists of paste for caulking any petrol 
leak; tin angle plates for fitting over the paste, 
surgical bandage for lashing the plates in position, 
and shellac varnish for anointing the outside of the 
bandage, and so keeping the paste dry. Well, I 
removed the plug of the leaky taps, pushed a dobbet 
of paste into the taper end of the barrel just beyond 
the fairway used by the spirit, jammed the plug 
back, lashed the whole with the bandage, and 
anointed it with shellac. I cannot now shut the 
tap, but at any rate it does not leak. Till I strike 
a new and better make of petrol tap, I must adopt 
this untidy procedure. The Chemico dope appears 
to be petrol proof and adheres to the faulty place 
much better than yellow soap, which has previously 
been my sole specific for such jobs. 


JANUARY 4th, 1917. 

:(0)inr - 

Over ^rkshirb 
Hills & Dales 

IN Drenching Rain 

IN our issues of July 27th and August 
3i'd we gave the first full technical 
description of the Scott three-wheeled 
sociable, and we have now been privileged 
to make a practical and thorough road 
test of this macliine, which is of interest 
not only on account of its ingenuity and 
originality of conception, but because it 
may be regarded as a scientific and 
engineering attempt to bridge the gap 
between the motor cycle and the light 
car. The aim of tlie inventor has been 
to retain the few but undeniable advant- 
ages of the sidecar outfit, while giving 
car comfort, protection, and rigidity. 

The price of the ultimate machine 
cannot, as yet, be decided, and .we can 
only say that the cost of manufacture 
compares favourably with that of machines 
sold in pre-war days at £100. 

In testing this machine the following 
questions were borne in mind as of fore- 
most importance : What are the distinct 
advantages of the sociable as compared 
with the luxui'ious sidecar outfit? Will 
the motor cyclist, in search of comfort 
and luxury, accept the Scott Sociable as 
a convenient stepping-stone between 
motor cycle and car? To what extent 
will the new vehicle appeal to those who 
demand something more on car than on 
motor cycle lines? Our candid opinion 
as to the behaviour and running of the 
machine will prove the easiest and, 
perhaps, the most convincing way of 
answering these questions. 

Surprising Mobility. 

On emerging from the works, Mr. Scott 
infoi'med us that the engine required 
warming up before taking the road, and 
this process was carried out in the 
restricted area of the factory yard. 

The machine was run on middle gear at 
a brisk 10 m.p.h. ; figure " eights " and 
narrow circles were cut, and the yard 
being at a decided slant, we experienced 
some qualms as to the likelihood of the 
sidecar wheel lifting. Nothing of the 
kind happened, however, and our tracks 
in the soft ashes showed very little 
indication of side-slip. Indeed, it seemed 
practically impossible to cause the 
machine to skid, and this amazing per- 
formance, which effectively warmed up 
the engine, reassured us as to the 
stability of the vehicle as compared 

H 13 


B — El 

^ Vertical Two -stroke (Rotary ' Valve) f? 
□ Water-cooled Engine, 76-2 x 63-5 q 

B mm., Three Speeds, Shaft Drive. B 

Q Triangular Frame with Nut and Bolt q 
B Fixings. 

B Bell Crank Coil Springing Fore and Aft. 

g Detachable and Interchangeable Disc 
H Wheels. 



with a sidecar outfit. No sidecar we 
have ridden could have performed such 
evolutions without either skidding abom- 
inably or lifting the sidecar and pas- 
senger clean over the machine. 

Owing to the castor wheel steering, a 
reverse gear would be a dangerous inclu- 
sion, and our departure from the works 
further demonstrated the fact that a 
reverse is not really necessary. The 
machine can be pushed back a yard or 
two with ease, and it can be turned in 
such narrow compass that manoeuvring 

out of difficult corners is as easy as with 
a motor cycle, while the direction of 
travel can be reversed on the narrowest 
of country lanes. 

Protection from the Weather. 

From Bradford we made our way over 
the moors to Ilkley via Baildon village, 
this mountainous route including one or 
two climbs as stiff as anything encoufi- 
tered in the ordinary course of toui'ing. 
The climb through Baildon village was 
taken on middle gear till the final corner 
was reached, when it became necessary 
to drop into bottom. 

A miserable drizzle had set 'in, and, 
halting by the old stocks, we decided to 
erect the hood. For the remainder of 
the day we left the hood up, travelling 
in the greatest comfort, in spite of sleet 
and atrocious roads. The glass screen 
of the sociable is about ' eight inches 
wider than that of a well-known make 
of light car, so that both driver and pas- 
senger are afforded excellent protection. 
A foot adjusted ventilator is provided 
for admitting warm air into the body 
from the radiator, while a handy little 
tray for gloves-, pipe, matches, etc., is 
fitted in the dash. Nothing more snug, 
eveii in bad weather, could be desired. 

Between Baildon and Ilkley we stopped 
and reversed our direction several times 
for the benefit of the photographer, and 
here we were able to appreciate the great 
convenience of the seat-starter. From the 
driver's seat one has complete control of 
practically everything — the petrol can be 
turned on, the carburetter flooded, plugs 
or the contact breaker examined, and 
finaUy the engine started by a pull at the 
handle, so that it is unnecessary to dis- 
mount for anything short of tyre troubles. 

JANUARY 4th, igi-y. 

(1) Detachable and interchangeable wheels are provided. The 
self-operating jack shown is a useful accessory. 

(2) Showing the accessibility of the power unit. Minor adjusl- 
ments may readily be made from the driver's seat. 

Doctors particularly will appreciate the 
unique advantages of this machine over 
the light car, its small points of conveni- 
ence being specially attractive for all- 
weather stopping and starting work. 

A Freak Gradient. 

Baildon Dell is a' really severe gradient, 
and, descending the hill, we found the 
brakes individually sufficient to skid 
either rear wheel. When applied together 
a very abrupt stop could be made, though 
both brakes were progressive and sweet 
in action. 

Reversing our direction at the foot of 
the hill we essayed the climb, and 
on its low gear of 12 to 1 the 
machine proved irresistible. It could 
be driven at " tick over " speed on the 
steepest portions of the gradient, bound- 
ing forward at the least touch of the 
accelerator, and it was evident that the 
machine would climb practically anything 
where wheel grip was possible. 

From Ilkley we made our way up the 
valley of the Wharfe to the picturesque 
village of Bui-nsall, Mr. Scott retaining 
possession of the wheel in order to demon- 
strate his machine to the best advantage. 
Snow, slush, and ice were encountered on 
tue tortuous and hilly road, the condi- 
tions generally being against favourable 
demonstration. On this run our average 
speed worked out at 23 m.p.h., and we 
would put the maximum level road speed 
of the vehicle at 40-45 m.p.h., though 
both Mr. Scott and Mr. H. 0. Wood 
claim to have attained over 50 m.p.h. 

The Weight Question. 

As regards road speed, it must be borne 
in mind that the weight of this experi- 
mental vehicle is very much higher than 
necessity demands, being exactly 7 cwt. 
This is partly owing to the fact that, 
aluminimn being unobtainable, sheet steel 
is used throughout the body, while at no 
point has any effort been made to reduce 
weight, an extra load being desirable for 
test purposes. 

In comparing the road performance of 
the vehicle with a sidecar outfit of 3^ 
cwt., we must therefore imagine the side- 
car outfit to be similarly loaded, i.e., 
carrying a load of four male passengers. 
Very few sidecar outfits would be capable 
of putting up an equal show with this 

load aboard, and in his final model Mr. 
Scott confidently expects to reduce the 
weight of the vehicle by at least 2 cwt. 

Tlie great weight .of the machine was 
indicated by the falling off of speed on 
gradi-euts. On the level it is as fast as a 
good sidecar outfit, but the latter would 
beat it on hills. 

A Night Ride and Tyre Troubles. 

After dinner at Burnsall a return was 
made through sleet, mud, and fog, and 
every degree of road and atmospheric un- 
pleasantness, the hot air ventilator, the 
windscreen, and the hood being much 
appreciated. Such a journey by motor 
cycle would have been distinctly un- 
pleasant, but the " home comforts " of the 
little sociable took no account of road 
and weather. 

At Shipley the sidecar tyre burst with 
a loud report. A friendly policeman gave 
us the benefit of his flash lamp, and fitting 
the spare wheel was a matter of a few 
minutes only. 

The machine was put away for the 
night in an unheated motor house, frost 
not being feared, as the aluminium 
water jackets were sufficiently elastic to 
allow for expansion. Petrol consumption 
for the day worked out at just under 
50 m.p.g., which was agreeably sur- 
prising, considering road conditions and 
the weight carried. 

The following riiorning we ourselves 
took control of the wheel, and from the 
outset found driving extremely easy. 
Being accustomed to car control, the 
right foot clutch and left foot accelerator 
at first required thought, but gear 
changing was so easy that a few minutes 
sufficed, and soon we were handling the 
machine over greasy setts in the Bradford 

Efficient Springing. 

The machine was first tr-ied with pas- 
senger aboard, then solus. We had 
already formed an opinion as to the 
efficiency of the springing, and now that 



The "Kandiness" of the Scott Sociable was exemplified on a comparative! v narrow road, 
a complete circular turn being made without the least sign of, wheel lift. Note angle of 
front wheel. 


Roal rest of a Scott Sociable.— 

we oame to sample the very worst pro- 
ductions ill the way of West Riding pot- 
holes this opinion was amply confirmed. 

The springing system really leaves 
nothing to be desired. It is far and 
away ahead of anything we have sampled 
in the way of sidecar or light car spring- 
ing, which is a bold statement. Over 
a road of ordinary war-time pot-holes one 
can bowl ahead at full speed without the 

. least discomfort. The body merely 
rises and falls with a steady swinging 
motion, there being 
no " dead stop " and ^ " " 

sudden jar on en 
countering a bump of 
unusual severity. 

Driven solus, the 
reaction of the springs 
wis certainly rnore 
rapid than with pas- 
senger aboard, but we 
found that the sidecai 

. wiieel .still showed not 
the slightest tendency 
to lift. Taken gener- 
al 1 y , Mr. Scott's 
system of bell crank 
springing, with coil 
springs which can be 
replaced ill a few 
seconds in case of 
breakage, would ap- 
pear to be a solution 
to the springing diffi- 
culty in connection 
with light vehicles. 

Minor Points. 

One or two minor 
points we would like 
to mention in connec- 
tion with this test. In 
reply to a correspon- 
dent, we would say 
that the machine 
shovv'ed not the least 
difficulty in mounting 
from the camber of 
the road under the 
most trying conditions. 

Roller bearings 
being used throughout, 
the engine can be run 
on an absolute mini- 
mum of lubrication. 
We noticed particu- 
larly that no smell of 
oil or hot engine is 
detectable, even when 
climbing long hills on 
bottom gear. 

The steering is quick 
and effective, but on 
the crown of the road a distinct pull 
is felt towards the low side. This pull 
is particularly noticeable when descend- 
ing gradients with the throttle closed, the 
idle engine then having a braking effect 
on the driving wheel, which tends to 
slew the machine to the right. Again, 
if the foot brake (sidecar wheel) be sud- 
denly applied at speed, a strong pull to 
the left is felt, and it takes some little 
time to become used to the effect the 
brakes -have upon the steering, which at 
first is somewhat tiring. One soon learns 
to use the brakes to the best advantage, 
however, and this is the only point which, 
during our over the Yorkshire hills, 
appeared to us likely to present difficulty 
to the beginner. 

The Powe: Plant. 

The engine is a fine example of skilful 
and ingenious designing, which any prac- 
tical rider would take a pleasure in 
maintaining, but though it is admirable 
as an engineering production, we are 
inclined to think that the man with no 
mechanical knowledge might fail to appre- 
ciate its merits. Half the secret in main- 
taining the tune of a twin-cylinder two- 
stroke lies in equal compression, without 
which the power falls off in a most 
astounding manner. Keeping an engine 


(TopJ A Matchless sidecar photographed beside a Scott Sociable. It will be noted that 
the riding position of the sociable is much lower than in the sidecar, and that its size is 
less than one might suppose. _^ 

(Bottom) This view emphasises the unconventional dcsirn'ot the Scott, as it was aken 
Irom a low viewpoint. 

of this sort in concert tune is a matter 
of hairbreadths and mechanical judgment, 
but, since there is an ample reserve of 
power, the unmechanical rider would pro- 
bably be quite content with mediocre 
tune. So far as our experiences go the 
engine is quite reliable. 

The only other point we would criticise 
is the transmission, which, though 
remarkably sweet as regards the propul- 
sion of the machine, is distinctly on the 
noisy side. Whether this noise is caused 
by imperfect gearing, or is simply owing 
to verberation on the steel body, which 
comes directly in contact with the gear 
box and the bevel casing, it was difficult 
to decide, but there was no doubt that 
the steel body had the effect of exag- 

JANUARY 4th, 1917- 

gerating the noises, which were met 
noticeable when the hood was erected. 

The New Model. 

The lines of the new model are already 
decided upon, and ]Mr. Scott is confident 
that his alterations will remove the noise 
nuisance. In the first place, the engine 
is to be brought clean outside the body- 
work, while the cylinders are to be in- 
clined outwards, thus providing still 
greater accessibility, and giving more 
loom for the driver. The body is tJo be 
an independent and 
complete unit, con- 
structed of three - ply 
wood ^- an air-tight 
structure, which ^ is 
simply dropped into 
the frame, and can be 
removed in a few 

A spiral bevel is to 
be used in place of the 
ordinary mitre bevel 
for the final drive, 
this being a compro- 
mise between the 
silence of the worm 
drive and the efficiency 
of the bevel drive. 

For the interest of 
designers we would 
state that the wide 
field covered by INIr. 
Scott's invention is 
indicated by the 
official acceptance of 
the following claims : 

(1.) Triangulated 
chassis and the more 
approved forms there- 
of, as applied (a) to 
any vehicle, and (h) 
to the three - wheeled 

(2.) Various de- 
scribed alternative 
forms of chassis cover- 
ing practically every 
type — as applied to a 
three-wheeled vehicle 
of the motor bicycle 
and sidecar type, in 
which all the wheels 
are offset, with front 
and back wheels ap- 
proximately in align- 
ment, and the engine 
located between these 
two wheels. 

(3.) Front wheel 
bracket suspension, 
and alternative forms 
of rear wheel spring- 
as applied to three- 

ing and control, 
wheeled vehicles. 

These claims, it will be observed, deal 
more particularly with the frame design 
of the machine, and it will be recalled 
that the frame is built up from a number . 
of eye-headed tube lengths, nut and bolt, 
fixings being employed in place of brazed 
junction lugs. In case of accident a 
damaged tube can be removed and a 
spare telescopic tube put in its place. 

This system of frame eonstructioii 
very much reduces production costs, 
while it eliminates the likelihood of, 
frame breakage, such breakages generally , 
being due to a tube having become burnt 
during the brazing process. 

H.M B 

January 4th, 1917. 


Advertisements, ii 

■^1 '\ 3 

|]T The tourist or racer of yesterday is the despatch rider of 
-^ to-day. He is naturally a connoisseur of the things that 
make motor cycling successful — and he welcomes such trusty equip- 
ment as Avon Tyres with lively recollection of " services rendered " in the 
good old days before the War. Sometimes he is good enough to write us — 
as, for example, the following from an A.S.C. driver at Zagazig, Egypt :— 

^ " Before proceeding to Ismailia I was stationed at Alexandria, and for two 
months I rode a ' Douglas ' motor cycle fitted with Avon tyres. The roads 
were of the roughest — cobbles, sand, etc. — but, despite the hardest wear 
and tear, I experienced no trouble whatever with the tyres. 

^ "My work was delivering despatches, and the machine was very seldom at 
rest. No matter what part of Egypt I have been to, I have always found the 
greatest reliance is placed on Avon tyres." 

Full illustrated Ca'alogue free from — 

Avon India Rubber Co., Ltd., 19, Newman Street, Oxford Street, London, W. 

Depots — ^ilanchester : 38, King Street West. Birmingham : Broad Street Chambers. Glasgow : 55, Queen Street. Bristol : 119, Victoria Street. 

Newcastle : 5, Gallowgatc. Nottingham : Mansfield Road. Aberdeen : 106, Union Street. Swansea : Fisher Street. 

Dublin : L. J. Sullivan, " Croc Alvin," Dalkey. 

In answerino Oils advertisement it is desirable to mention " The Motor Cych." 1 

12 Advertisements. 


January 4th, 1917. 


X ■ ) 

<^-^ .!b:^'m 


7 T \ar conditions have 
III emphasised the 
\,\<J soun(±iess of B.SA 
design & the efficiency of 
the B.S.A.Motor Bicycle 
fitted w^ith B.S.A. Counten 
shaft Ghpee Speed Qean 

Latest Catalogue free fpom ^he Bipraia^ham Small 
Arms Compaix/ Limited. Small Heath. Birmiagliam 

In answering this adverlisement it is desirable to mention " The Motor Cycle." 

JANUARY 4th, igir 

Summary of a Year's Correspondence and the Lessons to be Derived Therefrom. 

E . " Q 

H This article summarises the numerous lessons to be derived from a study of the expressed views of Overseas □ 
^ motor cyclists. Many British machines, though excellent at home, just fall short of Overseas requirements, and the ^ 
suggestions and hints contained in a year's correspondence from practical riders should assist in the development of ej 

^ an ideal Overseas model or models. Q 

B H 


li \Y7HAT we need," writes an Austra- 
W lian reader, "is American stan- 
dards of service in spares plus 
British standards in quality of goods." 

When one comes to review a year's 
correspondence from Overseas readers 
this sentence strikes one as the keynote 
of at least ninety per cent, of the letters 
received; but the time being inappro- 
priate, we do not intend in the following 
article to deal with the matter of sales 
and service It is obvious that we shall 
have to be content with a very small 
share of Overseas trade unless, after the 
-war, we can establish superior organisa- 
tion for the benefit of the man who 
actually buys the machine ; for while we 
may have the best motor cycle the world 
can produce. Overseas riders will content 
themselves with the second best if by so 
doing they are assured of superlative 
treatment and regular service of spares. 

In the same pithy letter our corre- 
spondent adds : 

"What suits the Overseas rider 
will give perfect satisfaction at home, 
but what suits at home will very 
often prove quite unsuitable Over- 

Nothing need be added to this concise 
summary of the general position of things 
from the point of view of the Overseas 
rider ; he must have proper treatment 
and good service from the retail man ; he 
must have a machine designed for really 
rough roads — strong, but not unneces- 
sarily heavy. 

Chain or Belt Drive for Universal Service ? 

Occasionally we receive letters stating 
that the chain-cum-belt drive leaves little 
to be desired, but the net total of the 
opinions received undoubtedly points to 
chain drive being in general favour for 
the universal Overseas model — the machine 
which, is to give satisfaction in all 
countries and climates, and with sidecar 
-or- without. 

The Overseas markets which present 
the brightest promise are, for the most 
part, tropical or semi-tropical, and the 
fact that belts are susceptible to climatic 
conditions very much limits their area of 
usefulness. In tropical lowlands it is 
found that 1 rubber belts soon crack, 
owing to the temperature and dryness of 

the atmosphere, while leather belts are 
not entirely satisfactory as an alternative 
becaiise ^f their grit-accumulating pro- 
pensities, with resultant worn pulleys. 
In the hills the atmospheric conditions 
may be favourable, but here steep gradi- 
ents, watersplashes, and - rough roads 
demand a more positive form of drive. 
The total sum of opinions is, therefore, 
that the all-chain drive would give the . 
most general satisfaction, and the ques- 
tion of open or enclosed chains now 

On the face of things, the enclosed chain 
drive would appear the more suitable and 
up-to-date, but there are several inter- 
mediate points to consider. Chain cases 
must be exceedingly well made and well 
designed if they are to warrant the extra 
weight and complication. If spring 
frames are to fulfil expectations by be- 
coming the general order, then the diffi- 
culties of perfecting the rear chain case 
are much enhanced, and unsprung weight 
is increased. It would indeed require a 
well-made and well-anchored chain case 
to stand the racket of being attached to 
a wheel which followed every indentation 
of, say, a Rocky Mountains mining 
camp trail — and even with rigid-framed 
machines we have known so many 
Colonial riders who have disfigured their 
mounts from the outset by removing the 
back chain case, that we doubt whether 
this refinement would be generally appre- 

The general opinion seems to be that 
the rear chain is as well left open (though 
adequately shielded) till more advanced 
designs have been made and tested at 
home. Open chains should be kept free 
of oil, stiff graphite being the only lubri- 
cant used. An oily chain readily accumu- 
lates grit, which forms into an ideal grind- 
ing rnisture, soon wearing not only the 
chain but also the sprockets. 

The front chain and clutch must, of 
com'se, be enclosed, and it is particularly 
desirable that ample ground clearance be 
given the front chain case. On one or 
two British machines, which are popular 
Overseas, the bottom ■ of the front chain 
case is almost the lowest point, with the 
result that it soon becomes battered and 
a ' bad fit, probably touching the chains. 
The front case should be an aluminium 

casting, with good, wide, oiltight joints. 
If the frame were so designed that the 
engine-shaft, countershaft, and rear wheel 
spindle were all on the same line, better 
chain case clearance would be obtained, 
but in all present designs the countershaft 
lies below a line drawn from the engine- 
shaft to the centre of the rear wheel. 

A dry plate countershaft clutch of 
ample diameter is probably the most suit- 
able type, . chiefly because it is not so 
susceptible to the ill effects of grit as the 
metal-to-metal type.. The insets should be 
so arranged that they can easily be re- 
newed when worn shallow, and every 
allowance should be made for full wear. 

As regards clutch control, the following 
letter from Mr. H. C. Mansfield, Goul- 
burn, N.S.W., is typical of many : 

"An h.b. clutch is a general 

advantage, as oftreh we have to 

negotiate steep banks and stretches 

of sand, where it is impossible to 

ride; but with an h.b.c. clutch one 

can walk alongside, the clutch just 

sufficiently engaged to pull the 


There is no doubt that the h.b. clutch 

control offers enormous advantages, and 

with a duplicate foot control it would 

entirely fill the bill. 

Engine Capacity an Open Question. 

The question of engine capacity does 
not enter into this summary. The baby 
two-stroke, the small flat twfn, and the 
1,000 c.c. each has its place Overseas, 
and there is no doubt that Britain will 
establish an enormous market for her 
lighter types of solo mounts. In this 
line the British manufactures enjoy pre- 
eminence, and we shall undoubtedly see 
the light British colonial models holding 
their own against foreigners of double 
the power — and weight. Slightly better 
provis-ion for cooling should, perhaps, be 
made than is necessary in England, 'but 
this matter rests as much with the 
producers of fuels and carburetters as 
it does with the manufacturers of 

Jlost British machines are at a great 
disadvantage Overseas on account of 
their shallow engine ■ clearance, though 
this point has been rammed home so 


JANUARY 4ih, 1917. 

The Overseas Motor Cycle.— 

often that we need only attempt to 
emphasise its importance. Shallow 

ground clearance is the 6cie noire, of the 
British sidecar machine abroad, and the 
number of letters we have received 
telling of damaged crank cases is 

Mr. F. Goodwill, Bangalore, writes 
that his 6 h.p. outfit "spoilt trade 
to the tune of £15 to £20 owing to 
its low clearance " ; and 

"J.G.," Dolls Point, N.S.W., 
among numerous others, votes for 
a clearance of Yin., not only for the 
crank case, but for everything ! 

There is no doubt that this point 
alone will influence the decisions of 
hundreds of Overseas purchasers for 
just so long as British manufacturers 
refuse to consider their demands. 

At all events the crank case should 
be protected by a bar of soft iron which 
can easily be renewed, and which is 
placed so that it intercepts any obstacle 
which would otherwise strike the crank 
case. This bar could conveniently carry 
the front footrests 


That mudguards designed on pedal 
cycle lines are hopelessly inadequate, we 
need hardly state, and wide, alrdost flat 
guards are obviously necessary. Great 
clearance is not necessary so long as the 
guards are wide and flat enough, so that 
mud cannot clog inside them. What the 
Overseas rider wants is wheel guards he 
can see inside and pass his hand round, 
and he also wants these guards to be 
attached to the frame in such a way that 
they almost form part of it. There must 
be no narrow lugs, filed thin at the edges, 
and no inaccessible nuts and screws, 
which jolt loose and are difficult to 
tighten. These wide, domed guards need 
to be made of very stiff metal, and 
arranged in such a way that, while not 
causing inaccessibility, they remain intact 
from the day the machine leaves the 
works till the end of its history. An 
annual coat of paint on the interior of 
the guard — the first coat being adminis- 
tered on the top of the works enamelling 
when the machine is new — will preserve 
the guards indefinitely. 


All carburetters should be fitted with 
an auxiliary air supply, giving a very 
wide range of adjustment to allow for^ 
the great differences in temperature and' 

"T.Tl.H.,"^ Nilgiris, India, em- 
phasises this point, while most 
British Overseas possessions, which 
promise to become so important a 
market in the future, are subject to 
greater extremes than the British 

The air intake should be of sufficient 
circumference to permit the use of an 
extremely fine filtering gauze, otherwise 
excessive engine wear may be caused by 
grit working into the cylinder and crank 
case rta the carburetters. 

Apropos this Pte. A. Denby, Now- - 
shera, India, writes that on one 
occasion he found the oil in his engine 


like gum, and thick with dust, while 
a gritty coating covered the flywheels 
and interior of the crank case. 

Larger Petrol Capacity Needed. 

A petrol capacity of at least sufficient 
for 180 miles is desirable, and the tanks 
of heavy machines should carry at least 
two and a quarter gallons. In some 
districts only four-gallon tins can be 
purchased, and one can imagine the 
inconvenience that would result from the 
possession of a tank holding less than 
half that quantity. 

Mr. 0. Vertue, Young, N.S.W., prefers 
ordinary turn-cock valves to screw-down 
needles, and our opinion entirely coin- 
cides with his. In hot weather,'On steep 
gradients, or over rough roads, petrol is 
constantly oozing out at the point at 
which the needle passes through the 
tank, and much fuel can be lost in this 
way. To realise the extent of the loss 
one should fill one's tank with a heavy 
fuel, which does not vaporise on contact 
with the open air. In a few minutes 
one's knee-grips are saturated, and the 
fuel is dripping freely from the edges of 
the tank. 

For Overseas use semi-T.T. bars might 
be fitted as s.tandard, the touring handle- 
bar being treated as the exception. 

Sidecar Attachment and Design. 

Sidecar breakages appear to be common, 
and we are as yet undecided whether the 
flexible type of sidecar chassis or the rigid 
type is the stronger. Four points of 
attachment are the minimum for any 
class of outfit in any land. Underslung 
chassis certainly do not appear to be 
popular Overseas. The sidecar mudguard 
needs to be specially well secured ; if it 
were attached to the sidecar body instead 
of to flimsy and ague-smitten supports 
its chances of a long life would be very 
much increased. 

In the Tropics coachbuilt sidecars dp 
not appear to last, and the basket body 
is at present the only solution. The 
aluminium body may, in due course, 
solve the problem of looks versus useful- 


Many detail improvements are neces- 
sary. Numerous correspondents write for 
larger tool-bags and better provision for 
carrying spares, etc. We in England 
feel the same pinch, and there is really 
no reason why so little room should be 
provided. A large flat tool-bag on the 
top bar of the machine, in addition to 
those carried aft, would be extremely 
handy, and the spare tube case might 
be sprung with the saddle. 

The observation that all nuts should be 
secured, either with split pins or spring 
washer, is general, and it is interesting 
to note that every nut on the Clyno War 
Office machines is castellated and split- 
pinned. Something of this sort should 
certainly be done on Overseas models. 

The Care of Bowden Wires. 

Occasional correspondents complain of 
broken Bowden wires, but we would sug- 
gest that such breakages lie at the door 
of the owner rather than being due to 
any inefficiency in that much perfected 
production — the modern Bowden. Par- 

ticular care should be taken that the 
wires cannot be pinched or called upon 
tC) ' operate through right-angle bends. If 
the controls work easily, and are pro- 
vided with the necessary lubrication 
{preferably vaseline), they should 'last 

"J.L.W.," Sec.-Lt. 2nd A.D.B.D., 

B.E.F., writes : "I cannot understand 

why some well-known British machines 

_still have the magnetos so close to 

the ground in front of the engine 

when there is plenty of room behind 

the engine." 

There is food for thought in this 

reminder ! 

The Most Serviceable Colour. 

As regards colour, E. Clarke, Church- 
town, N.Z., prefers khaki, but we share 
the opinion of numerous other Overseas 
riders that black is the most useful 
"colour." It can be touched up from 
any tin of stove black or enamel without 
any difficulty in matching the shade, and 
ordinary stove black, thinned down with 
petrol, makes an exceedingly useful wet- 
weather waterproofing for plated parts. 
We do not entirely condemn a tew plated 
parts on Overseas machines, as many 
riders (especially native gentry) like them, 
and those who do not like them can easily 
enamel them over. Correspondence from 
India emphasises the point that machines 
for that country should be of non-rustable 
finish, as during the monsoon one's mount 
is never dry for weeks. 

Buckled Rims and Broken Spokes. 

Buckled rims and broken spokes are 
almost a' daily complaint, and one corre- 
spondent points out that footrests sprung 
with the saddle, Bat or Edmund spring 
frame fashion, would be a blessing. We 
would point out, however, that this 
system, though excellent at home, brings 
the footrests perilously near the ground 
with each downward motion of the rider 
— very much more so than an ordinary 
spring frame. 

The position of the silencer needs to be 
chosen so that it does not lessen ground 
clearance, and the silencing should be 
reasonably effective, as much delay and 
bad feeling may be caused by an exhaust 
which frightens uninitiated cattle, etc., 
into a blind panic. An exhaust operated 
siren should be included, the handle-bara 
being kept as clear of fittings as possible. 
The front fork springs should be enclosed, 
as on the P. and M., and the rear wheel 
brake should be sufficiently adjustable to 
take up wear in the block — the simplest 
form of brake being the most popular. 


THE Indian Government is issuing a 
notification prohibiting the import of 
motor cars and motor cycles, with 
the object of checking the consumption 
of petrol and conserving the supplies for 
military purposes, and of liberating ton- 
nage for more necessary commodities. 
Some indication of the volume of business 
done is shown in the import figures. 
During the period April, 1915, to April, 
1916, Great Britain supplied motor 
vehicles to the value of £217,000, while 
imports from the United States were 
valued at £347,000. 

JANUARY 4th, igij. 


A Further Selection of Letters from Readers scattered all, over the World. 

Spring Frame Design. 

SIr. E. Picaud, Hunter's Hill, Australia: "Having been 
a reader of your valuable paper for some years, I have 
followed with interest the articles on spring frame design. 

" Out here in Australia spring frames are commanding great 
attention, and, if English manufacturers wish to do any 
business in the future, they must devote more attention to 
this problem. Another point they -want to study in Colonial 
models is power. Why they cling to their puffing 3^ h.p. 
'buses I cannot understand; 28in. wheels are an important 
addition also. 

A four-cyiinder spnng frame machine suggested by a Colonial 
reader. (See E. Picard's letter.) 

' ' I am enclosing a rough design of what I consider an ideal 
Colonial model, having a four-cylinder engine of about 8-10 
h.p., a long wheelbase, laminated springs, fore and aft, of 
such strength that, when the rider's weight is taken, the 
springs sink to the same extent — not the front springs 
stronger, as I have seen on a certain well-known American 

" You will see that I have incorporated full cantilever rear 
springing, this giving a more supple motion than the quarter 
elliptic. At the centre of the spring anchorage would be a 
rocking shackle, also a link at the frame end beneath the 
seat-pillar. Twist wrist control is ideal, not being so tire- 
some as the lever method. 

" With such fitments as mechanical lubrication, mechani- 
cally operated inlet valves, a tank of ample capacity, chain 
.drive, and a two-speed gear, this should prove a machine 
well sought after by Colonials who have had to put up with 
stiff under-powered machines — ^probably suitable for smooth 
English road conditions only." 

Carbon Deposit. 

"W.G.Q.". Punjab, India: "Two years ago I took up 
motor cycling in earnest, as an aid to my inspection 
of work over large areas in the Punjab. I purchased a 
2| h.p. A.J.S., and though I am an engineer, sad to say, 
owing to lack of practical experience in driving, I under- 
oiled, and I had no carbonisation troubles. In 6,000 
miles I took the engine down twice, and found very little 
deposit. My only trouble after the above mileage was a 
loose small end. As my 2| h.p. did me so well last year, I 
bought a 1915 5 h.p. model with sidecar. In 3,900 mOes I 
gave a pumpf ul of ilobiloil ' B ' every two and a half miles 
and every one and a half miles in the first 100 miles. 
(Owing to climate more oil is required in India.) At the 
end of 3,900 miles I took the cylinders down as the compres- 
sion was poor, though I had plehty of power. I was at once 
convinced of the truth of the adage about leaving well alone. 
The rings were liighly polished all round, the gudgeon pin 
was almost a driving fit, there was no play anywhere, the 
rings were quite free, and the carbon deposit was negligible. 
My only trouble was pitted valves. The time taken in dis- 
mantling and reassembling was practically wasted. I ground 
in the valves, and compression at once returned. 

"The A.J.S. 1915 engine is, of course, a very fiine engine, 
and it may be exceptionally so, but there must be many 
other well-known engines which give similar results. Two- 
strokeg may require decarbonisatiou after every 1,000 miles. 
Many owners, I believe, find 600 miles the limit, but the 
four-stroke engine as used on cars and motor cycles for years 
is streets ahead of any two-stroke ever invented as regards 
carbonisation troubles. 

"Finally, it may interest readers to know that my A.J.S. 
engine after 3,900 miles had more carbon on the front cylin- 
der and piston than on the back one. The deposit was very " 
little ; but still, those who suffer from dryness in the front 
cylinder might make a pilgrimage to' Wolverhampton, and 
buy a bicycle which has an engine made by Messrs. Stevens. 
Usual disclaimer." 

Cleanable Sparking Plugs. 

Mb. J. M. Smith, Bloemfontein, South Africa : " One 
of the most satisfactory sparking plugs I ever owned 
was a Peto and Radford. It had a disc on a stem for 
the electrode. It was easily taken to pieces to clean, and 
was a very fine plug, so much so that I have often wondered 
why that system of construction was abandoned. 

"Some time ago my machine (1913 P. and M.) would not 
start, in spite of many attempts. At last I borrowed a plug 
(I had tried two or three before that), and it went off all 
right, so it was the plug at fault. I washed or soaked the 
plugs in petrol for five hours, and cleaned them thoroughly, 
but with no result. I then got desperate, and, after thinking 
for a while, took out the central wire (IJosch plugs), lit the 
Primus stove, and heated the body of the plug (porcelain), 
etc., red hot. When they cooled I put them in, and the 
engine started first kick. I do not say this will do for all 
plugs, but I .reckon it will do for most, and, anyway, it is 
worth trying. If it does no good it will do no harm. 

" I may say I date back to the days of the good old 
ordinary bicycles. My first mount was an Ariel — the one 
with the levers and screws inside the wheels to tighten up 
the spokes." 

A Wet Main Street. 

Mrs. T. E. Cunningham, Sydney, N.S.W. : " I am send- 
ing you a photograph of a Scott, taken while travelling 
under difficulties in an ' out back ' part of New South 
Wales.. This is a main street of a country town under water 
during wet weather. During this trip nothing was kept dry 
except one pair of pants, which, when they arrived at a 
town with an hotel in it, the two men had to borrow and 
lend, one going out for a shave while the other stayed in 
bed. It put me in mind of the time when one of them came 
rushing down the side of a mountain and ran straight into 
a river — motor cycle, clothes, and everything — and, after 
getting the machine going again, had to travel twenty miles 
before coming to any habitation at all. 

" Mr. Cunningham is a very enthusiastic rider, and has been 
for a number of years, and has ridden a large variety of solo 
machines. But since purchasing combinations I think I have 
owned and ridden in as many different makes of sidecars as 
any lady in Australia. Most of our friends keep their 
machines from year to year, but it is characteristic of Mr. 
Cunningffam to change about. The A.J.S. is no longer with 
us, our latest being an 8 h.p. water-cooled Williamson. But 
I will never forget the A.J.S. : it was splendid_." 

A Scott sidecar encounters floods in a " main street " of a country town 
"out back" in N.S.W. (See Mrs. T. E. Cunningham's letter.) 


JANUARY 4tK 1917. 



Greenwich Time. 
Jan. 4 4.32 p.m. 



... 4.35 


... 4.38 


... -4.41 

Daylight Saving Again. 

April 1st is suggested as the date 
for Daylight Saving to commence this 
year — much earlier than last year. 

War Models. 

Several manufacturers are expecting 
to share in a large order for powerful 
motor cycles, with and without sidecar 
attachments, required for the Russian 

Another Stolen Motor Cycle. 

£10 reward is offered by Sec.-Lt. Cecil 
C. Clark, R.F.A. and R.F.C., for the 
recovery of his 1915 3i h.p. all-black T.T. 
Sunbeam fitted with a B.S.A. carburetter, 
Bosch magneto, and Lucas lamps, which 
was stolen from an aerodrome in York- 

Imericcn Impressions oi the Scott 

America appears to have been favour- 
ably impressed by the Scott Sociable. 
The coloured cover picture of a recent 
issue of the Scientific American shows 
two Scott Sociables amidst artistic rural 
surrounaings. The picture is headed "A 
Motor Car for the Multitude — A Recent 
Development of the Motor Cycle." 

Motor Cycle Police in Australia. 

Motor cycles are now being adopted 
by the Traffic Police Department of 
Australia. The mounted constables wear 
a uniform of neat-fitting khaki with 
tan leggings and boots (says The Motor 
in Australia), and the new units are dis- 
tributed about the various suburbs, 
including Randwick, Kogarah, and 

Let us hope that the British police 
wOl foUow the example of the more 
progressive Colonial. 

Increased Railway Bates and the Motor 

Now that railway services are reduced 
and passenger rates increased to l^d. a 
mile, there should be no doubt, even in 
the minds of the most sceptical, that 
the motor cycle offers not only the most 
convenient, but also the cheapest, mode 
of travel. These new conditions should 
have a distinctly enlivening effect upon 
the second-hand market, and, new 
machines being unobtainable, owners 
with good second-hand mounts for sale 
will find an excellent market this spring. 


Excessive Zeal at Stratford Court. 

Recently a photographer of our staff was 
convicted at the Stratford Court House 
in London for exceeding the speed limit 
with a motor cycle and sidecar, the Bench 
imposing a fine of £5. The defendant 
asked whether he might go to his home 
and procure the balance, but apparently 
the magistrate made no reply, and the 
police in court promptly put the unfortu- 
nate motor cyclist into a cell, where he 
was kept for an hour and five minutes. 
During that time the policie telephoned to 
our Tudor Street ofiices, and a member 
of the staff at once went to Stratford 
Court with the money. 

In view of the fact that the original 
summons had been served on the defendant 
at his home address, which was, therefore, 
verified by the police, and further that 
he offered to leave either his motor cycle 
and sidecar (which stood outside the 
court) or his gold watch in charge of the 
police till he obtained the money, we 
need hardly ask whether, in the opinion 
of our readers, the steps taken were 
rather too drastic. 

An Expression of Regret. 

We are informed by the Commissioner 
of Police that, as the magistrate did not 
allow the defendant time to pay the fine, 
the police action in the matter was quite 
in order, as the gaoler was acting not as 
a police officer, but as a servant of the 
court under the magistrate's directions. 
An expression of regret for the inconveni- 
ence and delay caused is subsequently 
included in the Commissioner's letter. 





New American Sidecar Record. 

A new twenty-four hours sidecar record 
has been established in the United States. 
Two Indian riders covered the 584 miles 
between Springfield and Montreal, which- 
neoessitates crossing the Adirondacks, in 
19h. 27m. 

A Prospering New South Wales Club.^ 

The Lithgow Motor Cycle Club appears 
to be making rapid headway, and many 
- new makes of machines have recently 
made their debut. Mr. "Bob" McGarry 
appears to be a very active member, and 
it is quite refreshing to read about the 
fiiie weather, hill-climbs, and reliability 
trials which the energetic members of 
this club are organising. 

Home Devised Lighting Set. 

One of our readers has fitted up an 
old low-tension' magneto, originally be- 
longing to a P.I.A.'T. car, as a lighting 
set for his sidecar outfit. The arrange- 
ment has worked excellently for some 
months, and though the lights flutter a 
good deal no lamp troubles have been 
experienced. The lamps are connected 
direct to the magneto, no batteries 
being used. 




F. Thackery starting F. A. P. Zacharius (7 h.p. Sunbeam) and F.W. Mainey (2J h.p. Douglas). 
The former won, but owing to the state of the road could not " let out " his Sunbeam 
to its limit. 

J-ANUARY 4ih, igi7. 

The National War Funds. 

At the week-end the principal war 
funds stood as follow : 

British Red Cross Fuud .. .. £5.755,692 
Tobnoco I'und 123,073 

Cuiions Damage. 

A reader in the R.F.C. sends us a 
photograph of his machine after trying 
conclusions at speed with a 45 h.p. car. 
The impact knocked the cylinder clean 
off the machine, leaving the cylinder base 
plate securely bolted to the crank case. 
The rider luckily escaped unhurt. 

A Kindly Act. 

On Saturday last Mrs. C. A. Vander- 
^vell entertained 400 wounded from the 
Roehampton Hospital in the canteen" 
belonging to Messrs. C. A. Vandervell 
and Co. The men arrived at twelve 
o'clock, and after an excellent dinner 
they were entertained to a first-class 

Safety First. 

The Commercial Motor Users' Associa- 
tion have made the following recom- 
mendations in view of the Safety First 
campaign. A driver intending to stop 
or slo%v down should hold up his right 
. ,, hand. _ Previous to turning to the 
right he should hold out the right 
hand horizontally. Previous to turning 
to the left he should hold the right hand 
up or extend the left arm in such a 
position that it can be seen. In crowded 
traffic vehicles should be kept under close 
control. In turning corners to the right 
a -wide sweep should be taken. When 
turning to the left the driver should turn 
close to the kerb. A Safety First kine- 
matograph film, prepared by the London 
General Omnibus Co., is being shown at 
each performance at the London Coliseum. 

A Special Case foi a Special Constable. 

Verily the duties of a motor cyclist 
special constable areTuany and varied. 
A recent duty of W. H. Carson, the 
Excelsior manufacturer, who is a sergeant 
in the Coventry Special Constabulary, 
is, however, probably without parallel. 
Last week a telephone message was 
received at the police office that a man 
who had imbibed too freely was creating 
a disturbance. Mr. Carson at once 
transported a constable to the scene. 
The man proving unruly, he was put 
into the sidecar, and the fourteen stone 
constable sat on him, and thuswise the 
police station was reached in record 
time for such cases. 

Ihe Crerman Petrol Haul (?) in Rumania. 

Mr. Watson Rutherford, M.P., presid- 
ing one day last week at the annual 
meetiug of the Rumanian Consolidated 
Oilfields, Ltd., said that he had just 
heard that the British Military Mission 
had carried out at the last moment every- 
thing possible to ensure the utter destruc- 
tion of the company's wells. Everything 
had been rendered useless either to the 
enemy or anyone else. The petrol cap- 
tured by the enemy was less in value 
than he would have been able to obtain 
by buying from Rumania during any 
corresponding three mohtts since the 
war began. The German papers are 
furious at the efficient manner in which 
the oil wells in Rumania have been 
destroyed. An officer on the German 
General Staff says, " Whatever could be 
ruined has been ruined," and, needless 
to say, we are very glad to hear it. 

Tendencies of Design in D.S.A. 

An article in Wednesday's issue of Tlie. 
Light Car on light car design at the New 
York Show demonstrates the fact that, 
like American designs of motor cycle, the 
American light car is gradually assuming 
a European conformation, particularly 
with regard to outward appearance. Thus 
history repeats itself. The early American 
pedal cycles were a law unto themselves, 
but gradually aud surely they embraced 
many British features, until to-day there 
is practically little difference between the 
two countries. 

Unpleasantly Seasonable Roads. 

The roads in many districts over the 
Christmas holidays, especially in the 
Midlands and North, were in an almost 
unrideable condition, owing to thick ice 
caused by the half-melted snow which 
had refrozen. While frozen hard this 
type of surface was bad enough, but 
when on Thursday it became covered 
with water it' was practically an impossi- 
bility for a solo machine to stand up on 
it. Many motorists state that never 
before have they experienced such 
treacherous surfaces. One rider of over 
ten years' standing took three and a half 
hours to cover a distance of eight miles 
on a solo motor cycle. In this distance 
at least twenty spills resulted, and at the 
completion he was forced, for the first 
time in his motoring experience, to give 
up owing to road conditions and complete 
the journey by train. 

A Budding Juvenile Designer. 

Our illustration is abstracted from a 
Bristol newspaper. It formed an 
amusing result in a Christmas drawing 
competition for children. We do not 
wish to belittle the efforts of any youth- 
ful artist, but he has succeeded in por- 
traying a D.R. mounted on the most 
astonishing type of Douglas machine we 
have ever seen. Douglas riders will 

laugh at the many mechanical in- 
accuracies — a . flywheel below the engine, 
a cased-up back cylinder, novel spring 
forks, an invisible drive, and a real 
study in frame design. 

Nevertheless the attempt is not bad 
for, we presume, a lad of about 12 years, 
and we urge him to persevere in his 
artistic efforts. 

An Unusual Trouble. 

A reader relates an experience which 
has its moral. Whilst in Devon recently 
one of the cylinders of his machine blew 
in halves four fins from the bottom. The 
engine, it so happens, was not of British 
make, and on telephoning the agency our 
correspondent was informed that no front 
cylinders were in stock. The trouble 


was later diagnosed by the agent's expert 
as resulting from a tiny crack caused by 
a seizure. The owner is confident that 
no trouble of the kind occurred during 
his ownership of the machine, and the 
agency retorted that the seizure must 
have occurred during its road testing, 
and in any case that it might have been 
so slight that it could be taken for a 
misfire or a partial petrol stoppage. 

Some Contents of this Issue. 

We commence this new volume of The. 
Motor Cycle with several exclusive 
features of general interest. Firstly, 
Overseas motor cyclists will find much to 
attract them. The Scott Sociable, which 
created such a furore at the time we 
described and illustrated it in these 
columns, has now been put through its 
paces in Yorkshire by a member of the " 
staff, and his impressions are published, 
whilst two other exclusively illustrated 
featm-es include an -account of a Volun- 
teers speed trial in the North-western 
district, and particulars of a new 4 h.p. 
twin Excelsior for one of the Allied 

There are many other items of news 
in this comprehensive issue. 

A Weiid Experience. 

Major T. W. Loughborough, the secre- 
tary of the Auto Cycle Union, while on 
duty with the -Surrey Volunteers the 
other evening, was driving his 7 h.p. 
Matchless and sidecar at a very slow 
speed, when he gently bumped into a pillar- 
box at a point where three roads joined. 
He dismounted to examine one of the 
roads and see if it were the one he wanted 
to take, aud then, as he thought, crossed 
over to where his machine was, only to 
find that he had lost it completely. 
After groping about for twenty minutes, 
he had to call in the aid of a passing 
cyclist before he was able to discover it. 
This is one of the weirdest fog experi- 
ences of which we have heard. 

Bearing Pressures. 

With reference to the article which 
appeared on the above subject in our 
issue of October 19th Mr. Norton sends 
us the following letter received from a 
German in an internment camp in the 
Isle of Man : 

'■ May I be allowed to mention that the 
value of the 27 lb. given in the second 
formula is not quite correct, as it should 
be 30.261 lb.? Being a designer of high- 
speed petrol engines myself, and one who 
takes a special interest in the long-stroke 
type, I trust that you will pardon me 
for trying to uphold the name of your 
famous engine. Of course, there is no 
doubt that other people besides yourself 
have found the error out, but I simply 
took the matter up for the reason men- 
tioned above. The formula given for the 

pressure or force required is P=--— . The 

value of v^ in the case of the 95 mm. 
stroke engine is equal to 

/• 96x3.14159xl500 \' ^51^ 93 
V 60x25.4x12 ) 
Then P = 0. 25x611.9 5 =30.261 lb. 
32.2 X. 157 
" If I had the necessary writing space 
at my disposal I would write something 
more on main and gudgeon pin bearing 
pressures. — Paul A. HiprEEMAXN." 

JANUARY 4th, igij. 



WE have to acknowledge, with many 
thanks, the receipt of a number 
of Christmas cards and New Year 
greetings from all over the world. 
Particularly gratifying to us is the selec- 
tion of cards from readers in the Services ; 
some of them were exceedingly well- 
timed (incidentally, a motor cyclist was 
always known for good timing !). A day 
or two before Christmas, cards arrived 
from Afghanistan, Macedonia, Egypt, 
Poona (India) (Sergt. A. J. Sproston, 
E.E., sends his best wishes to all the 
" boys " at home, adding a grateful 
thought for the fallen), whilst from 
Austria there was a card from Basil 
Vickers-Jones, who has been interned in 
Lower Austria since the commencement 
of the war. Vickers-Jones held an im- 
portant position at the Bavarian works of 
the Premier Co. before war was declared, 
and was interned with other British resi- 
dents. He wrote us six months ago ask- 
ing for motor papers to interest the 
members of a motor class of British 
prisoners. We were only too happy to 
fall in with the suggestion ; but, sad to 
relate, the parcel was refused, and the 
letter returned marked, "Interned in 
enemy country. Cannot be delivered." 

It has pleased us very much to receive 
a number of cards from readers on the 
French front, some of them from men 
who were recruited by the Editor of 
The Motor Cycle. Among the men in the 
Services who send us greetings are such 
well-known names as Lt. T. E. B. 
Chalmers, A.S.C. ; Lt. T. Woodman, 
R.F.C. ; Cpl. W. Pratt, M.G.C., H.S. ; 
Sgt. Cyril' Williams, R.E. ; Cpl. t; E. 
Greene, A.S.C. ; — F. C. Dee, E.G.A. ; 

Pte. J. F. Spencer, A.S.C. ; Sgt. Howard 
R. Lane, A.S.C. ; Flight-Sgt. J. G. 
Nixon, R.F.C. ; Pte. Maurice Green- 
wood, A.S.C. ; and the regimental card 
of despatch riders of the XIII. Corps, 
bearing the names of twenty-three motor 
cyclists with whom " The Motor Cycle 
is a great favourite, and there is always 
a big rush for each copy," to quote 
Cpl. J. B. Morris. 

^ Si & 

India, sends the following greeting : 
' ' Just a card to wish you and the 
' Blue 'Un ' a prosperous New Year. I 
can assure you that The Motor Cycle is 
an old friend of the 
battery, _, as practically 
all of us were constant t" 

readers before the war." 
Sergt. Fielder will be 
remembered as an old 
New Hudson trials rider. 

eS3 [g3 [g: 




ONE of the most 
pleasing features 
in the publication 
of the many exclusive 
photographs from the 
war zones which are re- 
produced in The Molar 
Cycle is the recognition 
by relatives of their dear 
ones. A letter this week 

Sgt- A. Fielder. 


MJA, T^JL^ . n.f); 

is from the wife of a despatch rider seen 
in one of our pictures who - is now in 
Egypt, having been to Mesopotamia and 
India. The lady in question, in writing 
for a copy of the photograph, mentions 
that before parting she had strict in- 
structions to send The Motor Cycle to 
her husband every week. 

:S3 Iff tS3 


THOSE motor cyclists who report pay- 
ing sums up to 2s. for copies of 
The Motor Cycle in the different 
war zones may be interested to know 
that Cpl. P. L. Cearns, R.E., writing 
from France, says that The Motor Cycle- 
is eagerly read by the motor cyclists 
of his section; none of whom has ever 
paid more than 3d. for a copy. 

[g] :§3 [53 


WE recently received , a letter from 
that old-time rider of a Vindec, 
Tom Woodman, who is now a 
Lieutenant and Officer in Charge Trans- 
port, Kite Balloon Co., R.F.C. He says, 
"No doubt you will be surprised to hear 
from me taking -part in this very interest- 
ing man shoot. I am mixed up in the 
Air Service, and have plenty to do with 
all sorts of motor-propelled machines. 
At the moment I am in hospital with 
injury to the ribs, but hope to be out 
in the course of a day or two; inactivity 
is not my forte. We never thought 
twelve years or more since that motor 
engines would do what they are doing 
to-day. Anyhow, the mysteries keep un- 
folding themselves." 

-5«aWkldPsflcSle. — ttI/' 


— ■ r 


From all parts of the globe we have received Christmas and New Year's greetings, not the least gratifying being a number from appreciative 
readers in the trenches. Among the most intti ^sting is a greeting card from Basil Vickers-Jones, who is interned in Austria. He will be 
remembered as a competitor- in T.T. races, his mount being a 90° twin Premier. 

JANUARY 4th, 1917. 



MANY of our readers will recall A. 
U. Eussel Downie, of Edinburgh, 
who figured frequently in northern 
competitions, including the Scottish- Six- 
Days Trials. His mount was usually an 
A.J.S. machine, upon which he set up 

A. U. Russel Downie, Royal Naval Air 
Service. He will be remembered as a 
prominent rider in Scottish Six Days 

several notable performances. Downie is 
now in the Royal Naval Air Service, 
which he joined at the beginning of 1916. 
His photograph accompanies this note. 


MUCH has already been written 
regarding the utility of the 
"Tanks" for field use, but in the 
despatch reviewing the Battle of the 
Somme, General (now Field Marshal) Sir 
Douglas Haig says : 

"The part played by the new armoured 
cars^knowu as ' Tanks ' — in some of the 
later fights has been brought to notice by 
me already in my daily reports. These 
cars proved of great value on various 
occasions, and the personnel in charge of 
them performed many deeds of remark- 
able valour." 

C§3 Cg3 EP 


Yjf I H. H. SHELDON, the Regal rider, 
\^ • of Birmingham, is now a second- 
lieutenant in the A.S.C., M.T. 
Previous to joining this section Lt. 
Sheldon served two years in the Royal 
Engineers as a despatch rider, and he was 
moved to write to us by the publication 

in the issue of December 14th of the 
photograph of Ernest Smith, a former 
partner of his, and the one and only 
Jack Woodhouse (now a Flight Com- 
' mander), in the Regal business. Sheldon 
rode a Green machine in the last Junior 
T.T., and has also figured with success 
in a number of IMidland motor cycle 

& & & 


THE accompanying photograph is of 
a motor cyclist quartette attached 
to one of the Divisional Field 
Ambulances. The picture was kindly 
sent to us by E. " 6. Mackenzie, who 
writes as follows : 

" Doubtless the picture will interest 
you. Obviously the machines are good 
old Triumphs, three being 1915's, and my 
own mount a 1916. Reading from left 
to right the riders are : G. Caley, 
D.C.M., Hopkins, Mackenzie, and Mur- 
phy, known as ' Spud.' I have been 
riding out here since September, 1914, 
and all my pals run me pretty close. 
All our machines have been over newly 
captured ground. We are all quite keen 
on our jobs, and would under no circum- 
stances change with anyone out here." 


AMONG the Christmas 
greetings we received 
was one from Howard 
R. Lane, now a sergeant 
in the A.S.C., M.T., who 
for a considerable period 
was secretary of the Sutton 
Coldfield Automobile Club. 
Sgt. Lane is still in 
France, and is attached to 
an A.S.C., M.T., lorry 
park, where he has been 
for many months. He, 
like many other motor 
cyclists, is eagerly looking 
forward to the return of 
competition days. 

& & & 

Sgt. H.R. Lane. 


IN last Monday's Gazette we noticed that 
Flight-Lt. L. P. Openshaw, R.N., has 
been made a Flight-Commander ; also 
that Flight-Sub-Lt. W. G. McMinnies, 
R.N.A.S., has been promoted to the rank 
of Flight-Lieutenant. Temp.-Capt. S. W. 
Carty, A.S.C., and Lt. Leslie Gamage 
have been awarded the Military Cross. 

Motor cyclists attached to the Divisional Field Ambulances astride Triumphs. Reading from 
the l«ft the riders are: G. Giley, D.C.M., — Hopkins. E. G. Mackenzie, and — Murphy. 

Racing at Gatooma, South Rhodesia. 

British Motor Cycles occupy a Prominent Place in the Results. 

A MOTOR cycle race meeting was held 
at Gatooma, S. Rhodesia, on the 
12th November last, the races 
being run on the Gatooma-Golden Valley 
Mine Road, which provides a stretch of 
11^ miles of fairly good going. 

The first race to be run was the District 
Championship for all machines, and the 
following riders lined up : Reynolds (4^ 
B.S.A.), Ross (4i B.S.A.), Dawson (6 En- 
field), Reacord (5 IndTan), Juul (5 Indian), 
and Lang (7-9 Powerplus Indian). Lang 
fell in cornering at speed, and the follow- 
ing results were obtained : 

Av. speed. 

1. Dawson (6 Enfield) ... 48.5m.p.h. 

2. Reacord (5 Indian) ... 45.5 „ 

3. Ross (4i B.S.A.) ... 36.4 ,, 
The second race was a One Mile Handi- 
cap on horse-power, and was run over a 
different section of the road, the following 
machines being entered : Reynolds (4^ 
B.S.A.), Ross (4i B.S.A.), Dawson (7-9 
Harley-Davidson), Juul (7-9 Powerplus 
Indian), Eeicord (5 Indian), and Dawson 
<6 Enfield). Juul (7-9 Indian) came in 
first, while Reynolds (4^ B.S.A.) obtained 
second place. 

The 11.7 Mile Handicap (on h.p.) drew 
seven entries, but unfortunately Lang 
(7-9 Powerplus Indian), who was scratch, 
again- came off at one of the corners and 
cut his arm badly. Winners : 

1. Reacord (5 Indian) ... 12m. 50s. 

2. Dawson (6 Enfield) ... 12m. 10s. 
Dawson's speed averaged 57.6 m.p.h., 
which was a good performance, as the 
track was far from perfect. 

In the afternoon a potato race, with 
ladies occupying the sidecars, and musical 
chairs, caused great amusement, and the 
m.eeting was voted a thorough success. 



JANUARY ith, 1917 


A Twin - cylinder Machine 
Designed for Overseas 
Purposes and Used by the 
Allied Armies. 

CO., manufacturers of British 
Excelsior motor cycles, have re- 
cently introduced a new twin-cylinder 
model, which will probably supplant the 
big single which has done duty under 
this old and respected name as a very 
taking double purpose mount. This 
new model is designed to meet military 
Overseas requirements, and possesses 
several excellent features, though in 
general design it follows standard prac- 
tice. Very special attention has been 
paid to the mudguarding, and, the 

The brake is operated by a heel pedal at 
the rear of the left footboard. 

machine being built for use in a rough 
country, a ground clearance of 6in. is 
provided. The specification includes the 
well-tried Sturmey-Archer countershaft 
three-speed gear, adjustment for which 
is provided, 2|in. Dunlop tyres, B. 
and B. or Amac carburetter, and Druid 
new pattern forks. The wheelbase is 
56in., and the height of the saddle 30in. 

The new 4 h.p. twin Excelsior, -fitted with three-speed Sturmey-Archer countershaft gear, 
and chain-cum-belt transmission. 

Chain-cum-belt Tcansmission. 

The 4 h.p. J. A. P. engine, of a bore 
and stroke of 70 x 64.5 mm. (496 c.c), 
has been selected. This engine is of the 
same dimensions as the 3^ h.p. model, 
but is provided with larger flywheels, 
which renders it better suited to side- 
car use. Chain-cum-belt transmission 
is employed, the countershaft pulley 
being of sensible diameter, and the 
chain, of course, —enclosed. The rear 
wheel brake is a thoroughly well-designed 
mechanism-, and possesses any amount of 
retarding effect. It is operated by a 
heel brake on the left footboard. 

The machine generally conveys an im- 
pression of solidity. The clutch, it will 
be observed, is controlled from the 
handle-bars, and the change speed lever 
is well situated and of sensible size. 

There seems to be some doubt as to 
the possibility of immediate delivery of 
this model for private use, but we under- 
stand that other Excelsior models on 
somewhat similar lines are at present 
under course of construction. The 

model illustrated is by this time in the 
hands of the French Government. 

The adoption of a medium powered 

The capacity of the engine is 496 c.c. (70 
engine is the same a^ the 3^ h.p. J.A.P., the 
conducive to Smoother running. 

X 64J mm.). Although the capacity of the 
flywheels and crank case are larger, a feature 

twin by the Excelsior firm is a sign of 
the times, as this company has hitherto 
paid special attention to single-cylinder 

The gear box bracket, showing slots 
provided for adjustment. 


WHILE we in England have now no 
thought of holding trials or races, 
our neutral friends the Dutch 
continue to hold competitions of various 
kinds. One of the latest was a reliability 
trial consisting of a run over the Dykes. 
The weather conditions were most un- 
propitious, and the roads were in an 
appalling condition, which probably ac- 
counted for the small number of starters, 
viz., fifteen. Starting and finishing at 
Amsterdam, the course measured forty- 
one and a quarter miles. 

The idea of the run was for the com- 
petitors to adhere to schedule time, while 
the particularly tricky route had to be 
followed by means of special maps. 
All experienced great trouble in ploughing 
through the mud, and most had falls. 
The first to finish came in at 12 noon (the 
start was at 9.30 a.m.), but none suc- 
ceeded in adhering to the schedule. 

The winner of the highest award, viz., 
the gilded silver medal, was P. J. 
Kestuen, on a 7 h.p. Indian. Of the 
three British machines entered, the James 
two-stroke, ridden by W. H. Wellensech, 
was the only one to start, and- obtained 
a silver medal. 

The following also gained awards : 

S. Bimbaum (American E.xcelsiorJ, bronze medal. 

M. O. V, d. Wal (American Excelsior), silver medal. 

F. J. Visscher (7 Indian), silver medal. 

O. F. G. Eijkelen (7 Harley-Davidson), bronze medal. 


JANUARY 4th, igi 





J^A/b[unteerj'Spee(3 txid.! 

R. B Stevenson (3^ h.p. Rover sidecar) winning a heat at the meeting of National Motor Volunteers on the new road near Birkenhead. 

MOTOR cyclists of Liverpool and 
district have long felt the want 
of a "fast stretch" on which they 
could let out their machines to their 
heart's content. Thanks to the enterprise 
of Mr. S. W. Phillpott, a meeting was 
arranged to take place on part of the 
new road from Eastham to Ellesmere 
Port (about eight miles from Birkenhead) 
— an ideal course of approximately three 
miles in length. 

Mr. S. A. Kelly, road surveyor, a 
member of the's, obtained per- 
mission to use the road, which at present 
is not open io the public. 

Invitations to take part in the trial 
were sent to the members of the N.M.V.'s 
of Liverpool, Southport, and district, the 
events to be of a purely sporting nature, 
no entry fees being asked and no prizes 
given. It was decided to arrange the 
events on the " knock out " principle — 
that is, to run the competitors in pairs 
from the same' starting point, ignoring 
engine capacity, the winners of the heats 
to meet until all but the winner were 
' eliminated. 


Class i. — G. P. Ellis (2} Triumph), walk over. 

Class 2. — F. W. Mainey (2J Douglas) beat H. T. 
•Williams on similar machine. Time, i inin. 9^ sees., 
about 39 m.p.h. This was the fastest time of the day, 
being run when the track was in the best condition. 
Later in the day, when the track became loose and 
muddy, the riders of the big twin machines did not 
fancy letting tbeir engines out. 

Class 3.— F. W. Mainey (2J Douglas) beat R. B. 
Stevenson (3^ Rover). Time, i min 13! sees., about 
37 m.p.h. 

Class 4. — F. W. Mainey (2| Douglas), beat E. 
Thomas {i\ Scott). Time, I min. 15 sees., about 
36 m.p.h. 

Class 5. — F. A. P. Zacharius (7 Sunbeam) beat 
IF. W. Mainey (2^ Douglas). Time, i min. 118 sees., 
about 37i m.p.h. Mr. Zacharius obtained delivery 
of the Sunbeam only on Ctiristmas morning, and was 
net accustomed to so heavy a mount. 

' Class 6. — Sidecar Events up to 3 V h.p. R. B' 
Stevenson (3S Rover) beat T. Webster (i\ Sunbeam). 
Time, I min. 55 seas., about 23^ m.p.h. 

■ Class 7.— E. Thomas (3} Scott) beat W. E. Moore 
• (6 Res). Time, i min. 49 sees., atxsut 24J m.p.h. 

Class 8. — Anv Power. J. Wood (7-9 Harley- 
Davidson) beat T. Parker on similar machine. Time, 
|[ min. 248 sees., about 32 m.p.h. 

A series of matches was then run off, 
and provided the most excitement during 
the afternoon. 

Results of Matches. 

R. B. Stevenson (7 Sunbeam) beat E. Thomas 


E. Thomas (Scott) beat H. T. WiUiams (Douelas) bv 
six inches. This was a splendid race ; the Scott got 
away well, and-led at the bottom of the dip by 20 yards, 
then the Douglas came up with a run, only just faiUng 
to overhaul the Scott. Time, i min. 20 sees., about 
34 m.p.h. 

R. B. Stevenson (Rover) beat Williams (Douglas). 
Time, i min. 15 sees., 315 m.p.h. 

E. Thomas (Scott) beat Zacharius (3 Enfield). 
Time, I min. 20 sees., 33 m.p.h. 

J. Wood (7-9 Harley-Davidson) and lady passenger 
beat C. H. Dalmar (7-9 Indian), also lady passenger, by 
5 yards. This was a splendidly contested race, as 
the Indian was travelling the faster at the finish. 
Time, i min. 14^ sees., about 3 \ m.p.h. ; fastest sidecar 

Mr: Parker (Harley-Davidson) beat Mr. Dalmar 

At about 1 p.m., after the single events 
had been run off, a move was made to the 
Ferry Hotel, Eastham, where about fifty 
members partook of a good lunch, which 
was paid for out of the section funds. The 
track being reached again, racing was 
resumed with sidecar classes, the pro- 
ceedings terminating at about 4 p.m. 

The outstanding features were the speed 
of Mainey's Douglas and the consistent 
times of Mr. E. Thomas's Scott. 


IN spite of the fact that fifty-seven of 
its members are on active service, the 
Cape Peninsula Motor Cycle Club 
seems to have enjoyed a successful season. 
With a remaining total of two hundred 
and five members the Social Committee 
has confined its efforts to organising 
motor outings for sick and wounded 
soldiers, and over 1,800 men have been 
able to enjoy these outings during the 

The most sensational race of the day In the heavy classes was the heat between J. Wood (on a 
7 h.p. Harley-Davidson), who won by five yards, and C. H. Dalmar (Powerplus Indian). 


JANUARY 4th, igij. 

The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, "The Motor Cycle," Hertford S'.reet, Coventry, and must be accompanied by the writer's name and address. 


Sir, — With my two-stroke New Hudson I have experienced 
a similar trouble to that of Mr. H. J. Ives (The Motor Cycle, 
December 21st), especially after being out in the rain. I 
have found running all oil out of the engine and putting in 
fresh oil very effective. I believe the cause of the trouble 
is rain being drawn into the cylinder through the air intake. 

Weymouth. NOVICE. 

Sir, — I believe the trouble IMr. H. J. Ives (2581) has met 
with in his 2^ h.p. Levis is entirely due to the release valve, 
the spring of which obviously requires to be changed for a 
new and stronger one. It would also be well thoroughly to 
clean the release valve, valve seat, valve stem, and valve 
stem guide, and rub them with blacklead before replacing. 
It would also be well to see that the valve stem itself is 
true and straight, as it might be slightly bent. 

If Mr. Ives carries out tie above suggestions I feel con- 
fident all will be well again. 


Sir, — I have been the happy owner of a Levis lightweight 
for six months. I have always been interested in motor 
cycling, and for years before I ever hoped to possess one 
myself was a keen reader of The Motor Cycle. When 
the war began to make a nurse's work at home twice as 
heavy I started seriously to contemplate ways and means to 
obtain something quicker and less tiring than my old friend 
the push bicycle. Increased work having considerably helped 
savings, I heard one day of a small- Levis for sale which 
came well within my means, so I went up to see it, and 
rode home — the first time I had ever been on a motor cycle 
alone — a distance of about four miles, rather hilly, too, with- 
out the least difficulty. Of course, thanks to The Motor 
Cycle, I had a pretty good idea of the workings, and the 
only small troubles I have had have been through neglecting 
rules which are laid down by experts, and which the amateur 
always thinks she can ignore until she finds out differently ! 
Now I take out my Levis about 9.30 a„m., two pushes of my 
foot and it starts away, and does in a morning what usually ' 
took me the whole day. NURSE MARGARET CLARK. 


Sir, — I notice in your issue of December 14th you ijublish 
a splendid testimony to D.R.'s taken from Mr. Fred Cole- 
man's book, "With Cavalry in 1915." The testimony is no 
doubt deserving, but I wish to quote one part of the testi- 
mony which is liable to convey a wrong impression : " These 
cyclists generally used a road long after it had been given 
up as impassable by everyone else, and when they at last 
abandoned it as too dangerous for use, it was indeed time, 
in their parlance, to 'give it a miss.'" I notice the village 
of Potijze is mentioned as an objective of " Macfarline's 
intrepid motor cyclists." 

In defence of a body of men seldom in the limelight, I 
ask Mr. Coleman, or anyone else who makes such sweeping 
statements : "How did the motor ambiilance drivers continu- 
ally reach the village and advanced dressing stations, three 
or four kilometres beyond the village of Potijze, on this same 
shrapnel-swept roadi " In the biggest attack of the period 
with which Mr. Coleman deals, neither this particular road 
mentioned nor any other road from Ypres to the trenches 
was impassable to the boys with the ambulances ; neither, 
were they considered impassable to the boys taking up the 
ammunition and supplies, ample evidence of this benig given 

whUe the attack lasted by the ever-increasing number of 
carcases of mules and horses scattered along these same roads, 
surrounded by wreckage and dihris of all descriptions, both 
motor and horse vehicles being represented. 

B.E.F., France. FAIR PLAY. 


Sir, — Never yet have I read anything quite so amusing as 
the letter from Mr. Michelmore Hitchcock in the issue for 
December 14th. May I congratulate you on securing it? 
One passage especially tickles me : " The flat twin, for which 
there is such a craze just how, is, in my mind " (sic), " out 
of the running as a practical mount wherever economy is of 
account." Experience . has proved that the cylinders of the . 
fiat twin wear oval very little, if any, sooner than that of the 
vertical single. Apparently Mr. Hitchcock does not mind 
how many tyres and chains (or belts) he wears out so long 
as his cylinders retain their circular shape for an extra month 
or so in two or three years. - 

Might I venture flatly to contradict one statement ? He 
says, " Every rider who has tried the two types knows that 
there is no sensation of power when riding a twin as com- 
pared with a single." This, of course, is absolutely untrue. 
I have in my time owned and ridden most English makes of 
both typds, besides one or two foreigners (and I have no 
sort of connection with any of them), so I think I may claim 
to have had some experience. I can assure Mr. Hitchcock 
that there is no lack of sensation of power when I touch the 
throttle of my present twin. 

I cannot quite make up my mind as to whether Mr. Hitch- 
cock was being intentionally funny or not. While congratu- 
lating you on this " article in lighter style," which surely 
has been crowded out of the Christmas number, I should like 
to say that I and all my friends greatly appreciated that 
masterpiece of elegant vituperation from the angry pen of 
Mr. Osborne de Lissa. Of course, there was nothing 
ridiculous about this letter : it was merely amusing in the 
way that angry people always are amusing. But we did 
enjoy it. E. J. L. STRONG. 

Sir, — I feel that I cannot possibly let Mr. Michelmore 
Hitchcock's letter pass without comment. I may say that 
it caused some amusement among the D.R.'s here (Bishops 
Stortford), most of whom have been despatch riding for 
nearly two years, and some more, and all of them were motor 
cyclists before joining up. 

Diagram of flat twin and single engines, showing 
forces which cause oval wear in the cylinders. 


First of all, may I ask Mr. Hitchcock if he has ever ridden 
on a wet day or on a road that is not quite flat, or ridden 
a single when it wanted decarbonising? This is when the 
multi-cylinder scores with its " little patter-patter strokes 
and feeble explosions." I will not say any more about this 

JANUARY 4th, igiy. 


.part of the letter, as it is quite obvious to any practical 
motor cyclist who has ridden both single and multi-cylinder 
machines (the flat twin for preference). 

Now we come to the next part, where he states that the 
flat twin is not economical, because it wears its cylinders 
oval. Does not, then, the vertical single wear its cylinder 
oval? I beg to state that it does, and to practically the 
same e.xtent. 

• In the enclosed sketch the arrow heads show the direction 
of the forces, and the arrows show the direction the engine 
is turning. To save space I have represented both cylinders 
of the horizontal twin to be firing at the same time. This 
is not the case in practice, as they fire at equal intervals. 
On tlie exhaust, inlet, and compression strokes the opposite 
sides of the cylinder receive the piston pressure. 

I should also like to ask how it is proposed to lubricate 
the vertically opposed twin, and what kind of a machine 
it would prove on the road, with the weight so high in the 
frame? I should like to hear Mr. Hitchcock's ideas about 
this. It is my humble opinion that the plug in the bottom 
cylinder would have a bad time of it in whatever way the 
engine was lubricated. 

As to reliability. Well, ten thousand miles on one machine, 
in all weathers and under conditions that would turn a civil 
motor cyclist's hair grey, speak enough on that score. The 
machine was a Douglas, and I rode it eighteen months and 
never once had to leave it on the road through a mechanical 
breakdown. I would not ask for a better machine for its 
weight and size. 

I hope Mr. Hitchcock does not think I intend to be 
personal, but I think a letter like his shows some types of 
motor cycle in a wrong light, and might mislead a novice 
who reads it. He must not think I pretend to be a technical 
engineer, because I do not, but I have had a little experience 
on the road, both before and since the war started. I inay 
add that I have no interest in any motor manufacturing 
concern. E. KNAPTON, L.-Cpl., Artificer. 

Sir, — Having followed with interest several opinions on 
this topic, I would like to venture my idea. 

Within five years of peace being declared, we shall see 
2^-3 h.p. singles with two speeds, and sprung front and 
rear, being sold in thousands at £25 or less simply by 
standardising and quantity production. 

Let us hope we shall do this in Britain without waiting 
for a Yankee as with cheap four-wheelers. This machine 
will be so cheap to buy and run that for business purposes 
there will be a very large demand. As a rider every 
week-day all the year round to and from business, what- 
ever the weather, after having- owned five machines during 
the last nine years, I consider, for little trouble and expense, 
the single lightweight is bound to survive. 

The splendid behaviour of flat twins will always 
appeal to long-distance tourists who can afford to 
buy and maintain them. 

My previous experiences from 2J h.p. single up 
to 6 h.p. twin led me six weeks ago to purchase 
a two-speed four-stroke 2| h.p. of British make ; 
I have succeeded with home-made guards in pre- 
venting it from plastering me and the carbu- 
retter. As you are constantly bringing this im- 
portant point up in your columns, it is to be 
hoped makers wiD attend to it on after- war 

I do not wear overalls and yet keep clean, but 
the machine as I bought it would choke up the 
air gauge on a muddy road in twenty miles by 
mud flung from the belt, and at anything over 
30 m.p.h. mud from the front wheel was all over 
the rider's legs and on the petrol tank. - In spite 
of the guards fitted, the machine will climb 1 in 
6 on a wet day when no rush can be made at it, 
and also do over 40 on the level, which, after all, 
is sufficient for the ordinary citizen. 

A man, like myself, who makes six journeys 
per day, i.e., three return journeys to and from 
meals, cannot waste time putting on and pulling 
off overalls, much less a doctor who wishes to pay 
several calls in a day, and who certainly cannot 
enter a sickroom coated from head to foot with 
mud. H. WALKER. 

Alexandria, N.B. 


Sir, — Like Mr. Bert Houlding, I have followed with great 
interest your valuable paper, especially on the subject of 
American machines versus English. I ride a Harley- 
Davidson, not because it is American, but because 110 English 
machine will give me what I want— that is, all the points 
mentioned in your correspondent's letter — and more, for 
instance, 28in. wheels and 3in tyres. I miist have twist grip 

I have no object in writing other than that I want to be 
fair and try to " buck up " our English makers. Like your 
correspondent, I am English to the backbone, having two 
sons fighting, and I am on munitions and over age (military), 
but I use the Harley on special constable work. 


Sir, — I have read Mr. Bert Houlding's letter in The Motor 
Cycle of December 28th, and I am more than surprised, 
after fourteen years' experience, that Mr. Houlding has 
not discovered a machine of English manufacture to com- 
pete against the American in all-round efficiency. Has he 
ever had the luck to ride and examine such machines as the 
A.J.S., Sunbeam, etc.? If he has not by chance seen such 
machines I should say it would be the best for him to do 
so, and then state where the American so outclasses the 
English machines of this calibre. 



Sir, — I am sending you a photograph of my 1915 Royal 
Enfield combination, which may be seen daily doing its 
" bit " with the Middlesex Territorial Volunteer Transport 

Until recently I used a 4 h.p. New Hudson and sidecar, 
but the frequency with which it is necessary to carry 
three up made the extra horse-power very desirable, hence 
my decision to buy the Enfield. This is one of the only two 
sidecars in Middlesex which are authorised to carry the 
Motor Transport plate (seen on sidecar), and even now, as 
you point out in a recent issue, I may not take wounded on 
board when on convoy work. 

It is a curious thing that sidecars are used for this 
express purpose in some parts, but here I have several 
times seen slightly wounded cases standing in a queue 
waiting for the cars to return from the hospital for them, 
but the sidecars have to stand idle. Our detachment 
(Middlesex 25th, Muswell Hill) at present has vacancies 
for bearers (not motorists) and, if any of your readers 
living near would like to share in this interesting work, 
I shall be pleased to put them in touch. 


Members of the Red Cross Voluntary Aid Detachment, Transport Service, on 
a 6 h.D. Enfield sidecar. ^See Mr. A. Handford's letter.) 


JANUARY 4tk, igiy. 

Showing easy path of 
gas adopted 
aero engines. 





Sir, — -With regard to Mr. Bradshaw's recent article on 
the flat twin, I see the case against this engine was very 
ably stated by Mr. Osborne de Lissa in your issue of 
December 14th. The shading in Mr. Bradshaw's original 
sketches indicates what he terms a " hot side " to the 
overhead valve engine, but he doea not, apparently, consider 
Ills own design gets hot anywhere. He also shows what a 
perfect run in and out the gases have on his engine, but 
apparently forgets tUey burn in the cylinder ; and do not 
stream straight through the inlet and out of the e.xhaust. 
The bend in the pipe of the 
o.h.v. engine would cause 
practically no obstruction — the 
gases would merely pile up 
there ready for the next inlet. 
The gas passages are much 
freer in the o.h.v. engine, 
without the disadvantage of 
a pocket. 

However, surely a clever 
designer of Mr. Bradshaw's 
ability must realise that the 
parallel arrangement of the 
valves as shown for the 
o.h.v. engine is not the best, 
placing, as it does,' a very 
definite limit on the valve 
diameter. In the aero world, 
practically every engine with 
any pretence to efficiency has valves arranged as in the 
enclosed sketch. Tne easy path of the gases is at once 
apparent, as is also the fact that the valves and _ ports 
are limited in size only by the designer. This design is 
obviously better adapted to the single-cylinder engine, and, 
practically, we mount the hottest part of the cylinder in 
a position where, if distortion does occur, it does not affect 
the cylinder bore. Lest critics arise, I hasten to add this 
valve arrangement presents no difficulty of operation. 

Bournbrook. A.A.S. 

Sir,— I have read Mr. Osborne de Lissa's remarks with 
considerable care, but as they appear to contain very little 
technical or practical information for the motor cyclist, and 
as I am much more interested in helpful discussion than in 
replying to unpremeditated personal attacks, I am afraid I 
must ignore many of his remarks. 

There are, however, one or two details that merit attention, 
the first being his preference for a hot side to a hot top, 
because, as he says, with the hot side the piston and the oil 
which it brings up can conduct the heat away — where to, he 
does not say. I will leave the motor cycling public to judge 
for itself whether it wants the lubricating oil to serve the 
double purpose of lubricating the engine as well as cooling 
the cylinder, or whether it would prefer the oil to be kept 
at as low a temperature as possible, so as still to retain its 
lubricating properties. Personally, I much prefer the work- 
ing parts to be kept as cool as possible, and to transfer the 
heat to some other part that does not matter, and with this 
I have no doubt the majority will agree. 

With regard to plug electrodes dropping into the cylinder, 
and wonderful drawings that were to astonish the world, I 


have nothing to reply, as in the case of the former the 
A. B.C. engine is very easy on plugs, and I have no know- 
ledge of the latter. 

If Mr. de Lissa, instead of referring so much to the supply- 
ing of racing engines for commercial purposes, had suggested 
wherein lie the peculiarities of the A.B.C. that make it a 
racing engine, he might have brought to light some particu- 
lars worthy of discussion. 

As a matter of fact, it is perfectly obvious, even to the 
casual eye, that the aims in the A.B.C. design are improved, 
cooling, absence of vibration, exceptionally long life, perfect 
smoothness, capacity for continuous heavy duty, and correct 
and regular oiling. These features stand out in every single 
important departure from orthodox practice that can be 
found in the design, and surely these are essential to the 
touring motor cycle of the future. 

Perhaps the addition of rear springing, two separate 
cushion drives, four-speed gear box, leaf front springing, etc., 
are further points that made Mr. de Lissa think the A.B.C. 
is a racing machine. 

If Mr. de Lissa cannot see the advantage in fitting a four- 
speed gear box, I would advise him to try a comparison of 
such with a three-speed gear box, and I would also remind 
him that in car design there were originally many who 
belittled the four-speed gear box, until they evolved an 
engine that was capable of taking advantage of the extra 
ratio, and it has rapidly become adopted in most cars. 

The A.B.C. does not necessitate a four-speed gear box; but 
the engine has peculiar qualities which make the machine 
much more efficient with such fitted, and high efficiency is 
our chief aim. 

Mr. de Lissa's innuendoes regarding wear in actuating rods, 
rendering three, and in some cases only two, speeds obtain- 
able, are quite sufficient to show that he has never observed 
the ordinary orthodox car practice of the A.B-C. design. 

With regard to cast iron suitable for mangles and bed- 
steads, I confess to inferior knowledge of the subject, as 
my time has been devoted to materials of high class. 

Whilst on this matter, I would like to clear up an im- 
pression that the A.B.C. is not being produced on account" 
of the war. I should be pleased to show Mr. de Lissa, any 
week he cares to make a visit to our works, at least 100 
A.B.C. engines in the course of construction and testing. 



Sir, — In a letter from the Rev. G_. T. Basden, Awka, 
Nigeria, West Africa, occurs the following, which we thought 
would interest your readers (letter dated November 10th, 
1916) : 

" My only neighbour here came in a week or two ago 
with his machine. It is a two-stroke Junior Triumph. 
His carburetter had broken down. The collar holding the 
jet tube in position had broken in two. That had given 
way, and he lost the jet tube. I worked at it, and faked 
up a jet out of a rusty 2in. wire nail, and strapped the part 
together with wire. He is now getting thirty miles more 
per gallon when running. I doubt whether there is another 
machine in the wide world fitted with an old nail as a jet. 
What do you think? He has sent for another jet, but states 
that he will not change the present profitable arrangement.^' 



«»o»— f- 


Possibilities of Government Oilfields and Control over Petrol Interests. 

THE new petrol, of which we spoke vaguely last week, 
is to be known as B.P. spirit. It was available from 
Monday last, and will be handled by the British 
Petroleum Co., who, as everyone knows,,, until 
quite recently were the factors of the well-known Shell 
motor spirit. The company has handed over its original 
stock of tanks, lorries, cans, etc., and until the completion 
of its new bulk storages and plant, which are m the 
course of construction, the Anglo-American Oil Co., Ltd., 
is to store the new B.P. spirit for the British Petroleum 
Co. The B.P. spirit will be sold in three grades as follow : 
No. 1 in straw coloured tins and priced at 2s. lOd. per 
- gallon. 

No. 2 in half straw and blue tins at 2s. 9d. 

No. 3 in blue tins at 2s. 8d. 

The whole of the share capital of the British Petroleum 
Co. is vested in the Public Ti-ustee, while its affairs are 
to be controlled by directors approved and in four cases 
appomted by the Board of Trade. These facts, coupled 
with the fact that the Board of Trade made the arrange- 
ments for the company to commence the sale and distribu- 
tion by January 1st, cause one to pause and ponder. It is 
quite conceivable that at an early date the British Govern- 
ment may acquire and exploit oilfields, and so rid this essen- 
tial industry of the foreign interests which have existed 

JANUARY 4tJi, 1917. 



nyioW (yclist ;,t('^ ?IusTRaLmN Bush."^ 


EFORE the 
war ! " How 
peaceful the 
very expression sounds 
— what memories of hill- 
climbs and joyous good- 
fellowship it brings 
back. To-day we live 
in a new world, and as 
(hke the poor, and the 
ominous rising of petrol 
prices) it is always with 
us, the reader may pardon a few reminiscences of 
that old and gone world. 

" Before the war " I was spending a quiet existence 
in the Australian bush. Our business was in a small 
township in the Riverina district of New South Wales. 
We were in the store-keeping line, and sold everything 
from a Ford to a Massey-Harris binder ! The popula- 
tion was about five hundred, but the little town served 
a huge area. I had been for years a motorist in the 
Old Country. In Melbourne I had done a fair amount 
of motor cycling during a short stay, but my introduc- 
tion to an average bush road took place a week or so 
after my arrival in the ' ' back-blocks. ' ' It was on an 
" Amurrican " car with a " live " Amurrican driver — 
and in the dark. I was never nervous, but I felt 
" real blue " that night. The road lay through fairly 
dense bush and the track was just wide enough for the 
car. I think that for every yard we were on the track 
-we were two in the air. The twistings and turnings, 
and the head lights beaming along on the dust ahead, 
kept one's heart in one's mouth all the while, and the 
\ision of a crash ever imminent. We got home O.K., 
but my sleep that night was a tangle of Fords climb- 
ing trees to find that squirrel, of Rolls-Royces doing 
the Gaby glide in a forest, and of mo-bikes holding a 
bouncing competition ! After that I gave up all 
thought of motor cycling ! One day, however, whilst 
driving, I saw some distance away a " 'bus " propped 
up against the fence of a wheat paddock. The 
" 'bus" owner was sitting on the fence, and as we 
came nearer I recognised the blissful countenance of 
a friend, a young Methodist parson. The " hot air " 
— from the bicycle — was percolating heavenwards. 
The parson was dusty, hot, and perspiring, and the 
look on his face was akin to that so aptly described 
in Punch as "the profane silence." From the 

"sulky" (or dogcart) I said, "Hullo! Didn't know 
you were a motorist!" "Oh!" he says, "I just 
bought this blamed thing a day or two ago. It'll go 
all right for a half-mile and then stop, and it's so hot 
you can hardly stand near it." I came down, had a 
look at it, and tried it. It went all right, and as the 
track was fairly decent I did a two miles sprint and 
came back again. I said, "She's going fine!" It 
transpired that as he knew nothing about it, and the 
" expert " he'd bought it from even less, he had been 
twiddling the throttle lever and the magneto control 
without touching the air ! And that in a shade tem- 
perature of over 100° ! (Q.E.D. Given a 2% h.p. 
two-stroke, under similar conditions. State tempera- 
ture of surrounding district !) 

A First Taste. 

But that short run sealed my fate. I had tasted of 
the wine and it had gone to my head ! Soon after- 
wards I picked up a single-geared free-engined Brad- 
bury, and persuaded a pal to go in for a Triumph. 
Then the fun commenced. We used our machines 
niostly for week-ends at the river Murrumbidgee, 
which was about twenty miles away. Sometimes we 
stayed at the house of a friend near the river. At 
other times we " carried our swag " (i.e., blankets, 
etc.) — not as the real " swaggie," with his billy-can 
in his hand and his swag upon his back — but with the 
" swag " cushioning the carriers and the cooking 
utensils, etc., slung around us. On these occasions 
we camped out by the river, got our camp fire and our 
" flip-jack " expert going, lit our cigarettes, set our 
lines for Murrumbidgee " whales " — a foot long — 
and had a lazy, happy time. Between bathing, shoot- 
ing with a pea-rifle, and talking " motors," Sunday 
night came all too soon. It says much for our good 
old British mounts that for nearly a year we ran there 
regularly without any serious mishap, sometimes with 
passengers (the aforementioned " expert " being one), 
and over ruts, dust-traps, and pot-holes that would 
have made the pre-war racing " K-nut " throw him- 
self in the river. I do not think that any of the home 
riders (and certainly not the designers !) can form any 
conception of these tracks. The colour of the soil is 
reddish, and one moved along in a column of brick- 
red dust. Even were the surface good, the constant 
dodging of trees, big stumps, and projecting roots, 
added to the zigzaggedness of the route, made speed 



JANUARY 4th, jgij. 

A Motor Cyclist in the Australian Bush. — 

impossible. And then there were huge pot-holes, sand 
drifts, ruts, a blazing sun, and aching arms and bones. 
To parody a well-known poem — 

" So many tracks that wind and ■wind, 
But with no cliance of doing a ' Mind.' 
Or any burst of speed!" 

A Snake causes a Spill. 

Coming home one Monday morning my chum ran 
over a black snake which got mixed up with his front 
wheel and got smashed. The bicycle was running in 
some heavy dust and it came a beautiful cropper. 
The only damage was a pair of bent handle-bars. 

We had, of course, on such tracks many minor spills, 
but as one could not drive fast we got off with small 
damage. Rabbits were there by the thousand, and at 
night we bowled many over. We had some good long 
runs to places like Wagga-Wagga, the Rock, Junee, 
and Coolamon. . My petrol consumption worked out 
about 85 m.p.g., and in the matter of lubrication I got 
by far the best results from Price's Huile de Luxe. 

Weather Conditions. 

The bush is wonderfully still and silent. Except 
wlien accompanying rain and duststorms, there is 
never any wind. In the cool winter evenings conditions 
were perfect for running. Practically the whole year 
round there was sunshine, and in the middle of winter 
I have seen the temperature over 80° in the shade. It 
was gloriously healthy. But when the rain carne it 
usually rained a year's supply in three days. We get 
caught in one rainstorm, and were, after five minutes 
of it, going to abandon our machines, when v/e saw a 
" cocky's " (farmer's) house, and pushed them there. 
We did not get away till midday, and the tracks were 

a mass of sticky clay. Oh ! for these wide mudguards ! 
We stopped every half-mile or so to clear away the 
conglomeration of Australia that blocked the wheels — 
and cursed volubly ! Did space permit I could tell of 
summer duststorms, when Egyptian darkness fell upon 
us at noonday, and one became as Lot's wife — a pillar 
of dust (not salt !) ; of days when the bush fires raged 
and the shade temperature soared to 120°, and when 
not only the engines sweltered but the handle-bars got 
excessively hot. 

The Overseas Market. 

When will our manufacturers awaken to the possi- 
bilities of the Colonial market? In Australia nearly 
all the working men can afford a machine. I noticed 
before I left that large numbers of the'shearers, who go 
from station to station, had given up their horses and 
taken to motor bicycles — mostly Triumphs. From 
what I hear I believe that now the American machines 
are replacing them all. It will pay our manufacturers 
to lower considerably the prices charged in the 
Colonies, sell at a fair margin of profit, oust the 
American competitors from the field, and, as the^ 
Scotch saymg has it, " Keep our own fish guts for our 
own sea-maws ! " 

In conclusion, I should like to see all designers of 
Colonial models have six months running over bush 
roads on an ordinary British machine. We would then 
see the spring frames, wide mudguards, high clear- 
ances, split-pinned nuts, and general accessibility that 
the soul of the Colonial rider longeth after. With 
attention to the price question I venture to prophesy 
that, as in the days before the war, so shall the days 
after the war be, and British ■ material, British finish, 
and British reliability rule in the motor cycle markets 
of our mighty Empire. McK. 



A Reader's Suggestions for Improving the Speed of liis Motor Cycle, and a Warning. 

find that more speed can be obtained from a 
Triumph by fitting a fairly large jet and giving 
the carburetter plenty of air. Another good scheme 
is to turn down the part of the carburetter to which 
the float chamber is attached, 
and so raise the jet until it 
comes almost in a line with the 
air inlet. 

" An appreciable difference is 
also made by fitting stronger 
valve springs, and by making the 
present Triumph cut-out open 
to four holes instead of two. The 
back pressure in the engine is 
considerably reduced without 
causing very much more noise. 
Yet another tip for increased speed is to reduce the 
bearing surface of the piston by grinding the skirt, as 
shown in the sketch." 

Our correspondent's ideas are quite sound, but a 
word of caution is required on one or two points. The 
carburetter is a delicate instrument and is easily put 
out of order. When cut down as suggested, it is clear 
that if the alteration does not prove a success it will 
be impossible to restore it to its original form. 

His next idea is " stronger valve springs. ' ' This is 
another point in which discretion is required, for, 
although weak valve springs cause lack of speed and 
power, the effect of fitting over-strong springs may 
result in broken valves, broken tappet rocker rollers 
and studs, in addition to causing loss of efficiency 
owing to the power required to raise the valve against 
so strong a spring. It is therefore necessary to 
strike a happy medium. 

His third suggestion is to open the cut-out holes 
in order to reduce the back pressure. Of course, this 
is a "sound " idea, and would undoubtedly have the 
desired effect, but with the increased speed and power 
the noise of the exhaust is also increased, and is likely 
to attract the unwelcome attentions of the pohce. 
The most efficient way of dealing with this problem 
is to fit a good-sized tail pipe to the silencer, as is 
done on most of the latest models. In this way the 
back pressure is reduced, while the noise is not unduly 

The fourth suggestion is also quite a good one, 
but here again a word of warning is necessary. Great 
care is needed to see that there is sufficient metal to 
allow for the recess to be turned in the piston. If 
the metal is reduced too much a fracture is very liable 
to occur. 

JANUARY 4th, igiy 

A selection of questions ot general interest received from readers and our reoiies thereto. Ail questions stiould be addressed to ttie Ediior, " The IVIocor Cyae, " 
20, Tudor Street, London, E.G., and whether intended for publication or not must b3 accompanied by a Stamped addressed envelope for reply. Correspondents are 
urged to write clearly and on one side of the paper only, numbering each query separately, and keeping a copy for ease of reference. Letters containing legal 
questions should be marked " Legal " in the left-hand comer of envelope, and should be kept distinct from questions bearing on technical subjects. 

Motor Cycle Licences. 

Is it legal for a motor cyclist 

[^j holding a driving licence to drive 

I *^ another man's motor cycle, the 

1 -J owner haying paid Inland Revenue 

^ tax and registration tee? — J.G.M. 

Xes ; provided the machine is registered 

and the tax paid by the owner, - anyone 

may use the machine if he hold a .driving 


Gear for Xwin. 
In reading the report of a 
run to the Welsh Coast, in your 
issue of November 16th, I note . 
that you state the top gear is 
5| to 1. ■ 

Now, 1 should like to ask you is 
that gear too low for a 6-8 h.p. twin 
1913 Rex de luxe, and will it affect 
the internal wear of parts ? Speed 
never exceeds twenty miles per hour. 
I do plenty of hill work : single figure 
gradients.— T.J.J. 

We would certainly say that 5J to 1 
is too low a gear. 

If a high average is attempted with 
such a low gear, excessive wear is bound 
to result. 

Valve Timing. 

I shall be obliged if you will 
tell me whether this timing would 
have a tendency to cause over- 
heating and high petrol con- 
sumption : If the exhaust valve 
starts to open -.^in from the bottom of 
the stroke, is fully open about i^in. 
past the bottom, and quite closed just 
past the top. The inlet starts to open 
about -j^in. before reaching the top, 
fully open ^in. past the top, and quite 
closed about -iin. past the bottom.— 

The timing of your engine is rather 
exaggerated. Of course, makers' timings 
vary considerably, and it is possible that 
yours is the most suitable for that type 
of engine. We would suggest the follow- 
ing timing as being more suitable for most 
engines- tor ordinary touring: E.xhaust 
valve to close on top dead centre slightly 
after rather than before the dead top ; 
inlet valve to open immediately the 
exhaust has actually closed, and should 
remain open until the crank reaches the 
bottom dead centre, or very slightly over, 
say, until the piston .has risen 1 mm. on 
the compression stroke. The opening of 
the" exhaust valve can be left to the cam 
design. As a rule, the opening point will 
be found to be about one-seventh the 
length of the piston stroke from the 
bottom of the firing stroke. 


Twin Lubrication. 

I have been troubled with an 
overheated front cylinder on my 
5-6 h_p. V twin motor cycle. It 
has the usual hand oil pump on 
the side. Would you recommend 
the petroil system to help to lubricate 
front cylinder ?—J.M.G. 
Make sure that the bafiies of the crank 
case are removed from the orifice of 
the front cylinder, and also that the 
piston rings are not too tight a fit.- If 
these two points are in order, it might 
be advantageous if you fit a bypass to 
the oil feed pipe and lead a small supply 
direct to the front cylinder. To do 
this, drill a hole near the bottom of the 
stroke in such a position that when the 
piston is at its lowest point the hole 
registers roughly with the centre of the 
piston. Fit in the hole a union, and 
connect up the auxiliary oil pipe. The 
additional petroil system would supply 
extra oil to rear cylinder also, which is 
undesirable. It is further inclined to 
make the whole machine oily. 

Q D 

^ in submitting to the Editor articles. ^ 

Q photographs, or drawings, contributors Q 

Q are asked to mention whether the illus o 

^ trations are exclusive, and further to ^ 

H enclose a stamped addressed envelope Q 

(3 for return of unaccepted contributions q 

H • Q 


Taking Down an Engine. 

What tools are necessary to 

^ri enable me to take down my 

> motor cycle engine? My machine 

-LJ is a 1909 3^ h.p. Triumph, and 

I find that all the nuts are too 

tight to be moved with the ordinary 

tools. I find I cannot remove the 

cylinder without removing the engine 

from the frame, and the holding-on nuts 

are very tight. Which is the best way 

to remove the valve caps? — G.A. 

Ordinary engine spanners, such as are 

supplied by the company, should suffice. 

If these are not sufficient, the only thing 

you can do is to employ brute force and 

remove the nuts with the aid of a cold 

chisel and a hammer, replacing them 

afterwards with new ones. When you 

have removed the nuts from the holding 

down bolts, we think that if you take 

the cylinder in the left hand, hold the 

engine pulley with the right, and work 

round the piston to its lowest point, or 

same time turning the pulley so as to 
move the piston to its lowest point, you 
will be able to remove the cylinder with- 
out taking the engine out of the frame. 
The best way to remove the valve caps 
is first of all to squirt paraffin round the 
edges overnight, and then get a spanner 
fitting them exactly, and either a lead 
hammer or a heavy mallet, and hit 
smartly with a series of good strong 

Who IS Liaule ? Driver ot Owner 'r 

Is it possible for anyone to 
^^|. be summoned for riding a motor 

> 3ycle which belongs to someone 
-iJ else, and is registered in that 

person's name, and which has 
only been lent to the driver? — S.P. 
Yes, a man can be summoned for any 
offence under the Motor Car Act, even 
if not riding his own machine, but 
cannot be fined for driving the machine 
because it is not registered in his own 
name. If, however, the owner of the 
machine has not registered and paid the 
necessary taxes, the rider of the machine 
is then liable for riding an unregistered 
motor, whether it is his own machine 
or not. 

Weak Magnets. 
My Bosch magneto does not 
^] give a very strong spark ; do you 

> think it wants remagnetising, 
iJ and also do you consider I could 

do it? I have a 50 volt D.C. 

electric plant for lighting my premises. 

I believe the remagnetising is a simple 

job if one knows how to set to work 

on it. — Atmos. 
The vi'eak spark of your magneto may 
not necessai'ily be due to weak magnets 
You can usually tell whether they are 
in order by turning the armature shaft 
round, and, if a fairly strong resistance 
is felt, then you will know the magnets 
are all right. Overhaul the magneto 
thoroughly to make sure all other points 
are in order, the carbon brush and slip 
ring quite clean, contacts clean and mak 
ing and breaking contact properly, and so 
on. We would not advise you to try remag- 
netising the magnets yourself. \Vith the 
proper appliances it is a very simple job, 
but unless properly done the result may 
be worse than the original trouble. The 
usual method of remagnetising is by the 
use of an electro magnet. The magnet 
to be treated is placed end to end with 
the electro magnet — opposite poles to- 
gether. The current is then switched 
on and off, and the magnet very" soon 
becomes recharged, so to speak, with 
magnetism. .Different makers have 

if you tip the cylinder forward, at the different methods, however. 



lUuminating the Number Plate. 

I have been a reader of your 

?' I most interesting paper for just 
on six years, and I have obtained 
-IJ many useful hints from it. I 
should be extremely obliged if 
you would tell me if the rear number 
plate of a solo motor cycle has to be 
illuminated at night. — W.P.H.G. 
Only one number plate on a motor cycle 
need be illuminated. This may be either 
the back or front number plate. 

Scoied Cylinder. 

I bought a 1912 Eex 6 h.p. and 
I sidecar last year. On taking it 

down I found one of the gudgeon 
-2J pins had worked loose and scored 

the cylinder from the top to the 
bottom. I am afraid it has gone too 
far for reboring, as it has quite a 
groove in the cylinder. Would it be 
best to put it back as it was and let 
it run itself out or have it rebored? 
Would there be great loss of compres- 
sion?— E.P. 

We should advise you to fix the gudgeon 
pin securely in its place. The effect on 
compression will depend very much upon 
the depth of the score. You can find this 
out by testing. It may not make much 
difference to the running of the engine. 
Reboring and fitting a new piston is the 
only real cure. 


Acetylene Lighting Troubles. 

Perhaps the following tips will be of 
■use to " J.S.P." (Dec. 14th) : If the small 
rear light burner is removed and a small 
bicycle burner put on instead, vibration 
will not shake it out, as a slightly larger 
supply of gas is used, and at the same 
time the difference to the front light is 
hardly noticeable. To save rubber tubing, 
I use the outer member of the Bowden 
cable covered with ebonite and connect 
with small pieces of rubber tubing. This 
has answered my purpose for over twelve 
months without trouble. — S.P.T. 

Misfiring in a Twin. 

In your issue of October 12th there is a 
query by " H.C." His front cylinder does 
not fire till the engine is raced. I had 
similar trouble with my A.J.S. — ^bad mis- 
firing , except at high speeds. I looked 
for all you suggest — air leaks in induction 
pipe, valves seating properly, valve 
springs in good order, changed plugs, 
platinum points clean, and breaking pro- 
perly. Result, nil. Lastly, I checked 
over tappet clearance, and found in the 
front cylinder that I had adjusted up too 
closely, probably causing slight overlap. 
I slackened off till the magneto gauge 
would easily slip in between the tappet 
and the valve stem, and misfiring at once 
ceased. The machine now runs perfectly 
again. — (Rev.) A. M. Wai^msley, Kandy, 

Broken Gear Spindles. 

In the issue of December 14th you reply 
to " G.H." re Scott gear. I may be 
able to throw some light on the subject. 
I do not know if the 1912 edition is 
difierent from the 1914, but in the latter 
there is no lock nut to fix the gearshaft 
cones, or, as it is called in the list of 
parts, gear hollow spindle, which has a 
long screw on the gear pedal end and a 
short screw with collar on the opposite 
end. To describe how two of these are 
fitted on different machines : First put 
into place with balls and cones and with 
the short screw cone screwed up to the 
shoulder, screw up the right-hand cone 
on the long screw, and then measure from 
the end of the spindle to the back of the 
cone. (I am presuming the cones 
tightened on the balls before they 
tightened against the ends of the threads.) 
Now take out the spindle and screw the 
cones up tightly to the end of the thread 
and measure again. The difference repre- 
sents the thickness of the washer to be 
placed between the left-hand cone and 
the collar on the spindle ; if. howeTer, the 
cones tighten on the spindle before the 
bearing is tight enough, i.e., there is still 
slackness in the bearing^ the end of the 
spindle at the long screAv end where the 

JANUARY 4lh, igjy. 

cone abuts must be turned down, a little 
at a time, till the bearing is in adjust- 
ment. In both the spindles I fitted it 
was a case of putting in washers to pre- 
vent the cones screwing up too tightly. 
It requires a bit of patience to get them 
just right, but unless they are the long 
screw cone will tighten up in running and 
cause the trouble experienced, by your 
correspondent. Where I have spoken of 
right or left-hand cones I mean as viewed 
when seated on the machine. Thus the 
right-hand cone is that on the long screw, 
and the left-hand cone that on the short 
screw end of the spindle. — D. 6. Tatloe. 


Aldesshot to Bekkhamsted. — P.A.L. 
Aldershot, Farnborough, Bagshot, As- 
Windsor, Beaconsfield, Chesham, 




Approximately forty-five 

Llantbisant to Kiddeeminstee. — J.W. 

Llantrisant, Pontypridd, Quaker's 
Yard, Nelson, Newbridge, Pontypool, 
Usk, Monmouth, Ross, Ledbury, Mal- 
vern, Worcester, Kidderminster. 

Chippenham to Dokchestbk. — R.N.B. 

Chippenham, Melksham, Westbury, 
Warminster, Shaftesbury, Blandford, 
Whitchurch, Puddletown, ■ Dorchester. 
Approximately 95 miles. 

Staines to Caediff via Glodcesiee. — 
Staines, Windsor, Slough, Maidenhead, 
Reading, Wantage, Farringdon, Ciren- 
cester, down Birdlip (good road), Glouces- 
ter, Newnham, Chepstow, NeAvport, 

London to Newtown.— =G.H. 

London, Edgware, Rickmansworth, 
Watford, Berkhamsted, Tring, Ayles- 
bury, Bicester, Hopcrofts Holt, Chipping 
Norton, Moreton-in-the-Marsh, Broadway, 
Pershore, Worcester, Tenbury, Ludlow, 
Bishop's Castle, Brompton, Kerry, New- 
town. Approximately 193 miles. 


Very complete protection from the weather is provided by the hood, screen, and side curtains for the driver and passenger. This was much 
appreciated 'midst the rainstorms when crossing the hills and dales of Yorkshire The dickey seat is good — particularly in fine weather ! 


January 4th, 1917. 

THE MOTOR CYCLE.— (Supplement i.; 

Advertisements. 2t. 

. ^ 

"The Magneto that is not too proud 

to spark." The Motor Cycle. 

VyiLL positively START 
^^ UP at a walk; exception- 
ally lively at picking up ; never 
a sign of misfiring at high or 
low speeds ; miles per hour 
faster than other magnetos; 
totally enclosed ; dustprool 
and waterproof. , 

Write for Folder "F" 
and Spare Parts List. 

^Eieoitrical EnSneers.ACTON. LONDON.^ 



The Ministry of Munitions has given us permit to supply any motors, erected or assembled up to the 15th 
February, 1917. If Agents, therefore, are desirous of securing motors which we have coming through the 
works they could be delivered before that date ; after that date we expect no more motors can be 
supplied for the English market. 

We have in stock, and in course of construction, the following motorSj which we can deliver 
before the expiration of the date of the Government permit. 

MODEL B, 21 h.p. Two-stroke. 

All latest fitments for 1917. 

Single gear 
Two-speed gear . . 

Two-speed gear, kick starter, and free 
engine clutcti 

MODEL C. 2lh.p. J.A.P. Four-stroke. 

Single gear 

Two-speed gear . . 

Two-speed gear, kick starter, and free 

engine clutch . . . . . . . . £41 12 6 

Cash Price 
£28 17 6 
£35 16 6 

£39 5 6 

Cash Price 
£31 5 
£33 2 6 

Cash Pi'lce 
„ £41 12 6 

MODEL D, 4 h.p. Four-stroke. 

Solo single gear . , . . . . ,., 

With two-speed chain and belt or double 

chain drive . . . . .„ . . . . £53 2 6 

With three-speed ditto „ £55 10 6 

With two-speed as above, with coach-built 

sidecar, complete 
With three-speed ditto 

£65 17 6 
£68 5 

Telephone No, 735 


Telegrams — " Engineering." 



Ill answering tJiese advertisements it is desirable to mention " The Motor Cycle." 


22 Advertisements. 

THE MOTOR CYCLE.— (Supplement ii.) 

January 4th, 1917. 



ADVERTISEMENTS in these columns 
— First 12 words or less 1/6, and 3d. for every 
two words after. Each paragraph is charged 
separately. Name and address must he counted. 
Series discounts and special terms to regular 
trade advertisers will be quoted on application. 

Postal Orders sent in payment for adver- 
tisements should be made payable to 
ILIFFE & SONS Ltd., and crossed 

All advertisements in this section should be 
accompanied with remittance, and be addressed 
to the offices of "The Motor Cycle," Hertford 
Street, Coventry. To ensure insertion letters 
should be posted in time to reach the offices of 
"The Motor Cycle," Coventry, or London (20, 
Tudor St., E.C.), by the first post on Friday 
morning previous to the day of issue. 

All letters relating to advertisements should 
quote the number which is printed at the end of 
each advertisement, and the date of the issue in 
which it appeared. 

The proprietors are not responsible for clerical 
or printers' errors, although every care is taken 
to avoid mistakes. 


For the convenience of advertisers, letters may be 
addressed to numbers at '* The Motor Cycle " Office. 
When this is desired, the sum of 6d. to defray the cost of 
registration and to cover postage on replies must be added 
to the advertisement charge. Only the nmnber will appear 
in the advertisement. All replies should be addressed, 
" No. 000, c/o 'The Motor Cycle,' 20, Tudor Street, E.G." 


Persons who hesitate to send money to unknown persons 
may deal in perfect safety by availing themselves of our 
Deposit System. If the money be deposited with "The 
Motor Cycle," both parties are advised of this receipt. 

The time allowed for a decision alter receipt of the 
goods is three days, and if a sale is effected we remit the 
amount to the seller, but if not we return the amount 
to the depositor, and each party to the transaction pays 
carriage one way. For all transactions exceeding .Tio in 
value, a deposit fee of 25. 6d, is charged, when undw 
j^io the fee is IS. All deposit matters are dealt with at 
Coventry, and cheques and money orders should be madi; 
payable to lliffe & Sons Limited, 

The letter " D " at the end of an advertisement is an 
indication that the advertiser .is willing to avail himself of 
the Deposit System. Other advertisers may be equaUy 
desirous, but have not advised us to that efiect, 


Readers who reply to advertisements and reeeive no 
answer to their enquiries are requested to regard the 
silence as an mdicatloo that the goods advertisod have 
already been disposed ol. Advertisers olten receive so 
many enquiries tnal it i;^ quite Impossible to reply to each 
one by post. 



A.J. 6. Spares, prompt delivery.— Cyril "Williams, A.J,S. 
Agent, Chapel Ash Depot, WolTerhampton. 


A.J.S. , 1915, 2%h.p., accessories, perfect : £40 ; es- 
chang'e higher power.— Pigot-Disney, E. Molesey, 
Surrey. [6763 

A.J.S. 1912 6h.p. Twin Combination; £40.— Tuke and 
Bell, Ltd., Motor Dept., Carlton Engineering 
Works, High Rdl, Tottenham, N. [4915 

A.J.S., 1913, 23/,h.p., 2-speed, hand clutch, new hea^y 
Dunlop, wind shields, extra panniers, horn, acces- 
BOries, exeelleut order, recently overhanled ; £22.— 
Crompton, 4,. Fold St., Bolton. [Joining army.) IS3799 

A.J.S., 1914. 3-speed, kick start, hand clutch, new 
tyres, all accessories, £44/10; also another, 1913, 
2-speed, kiok start, hand clutch, in really good order, 
£38/10 : deferred payments, exchanges.- Lamb's, 151, 
High St., Walthamstow, and 50, High Rd., Wood 
Green. [6648 

6h.p. A.J.S. 19i5 or 1916 Motor Cycle, fitted with 
De Luxe sidecar, screen, storm apron, 3-speed gear, 
handle-bar control, free engine and kick start, Watford 
speedometer, Lucas lamps, Stewart warning signal ; this 
combination is like new, only ridden 750 miles ; price 
90 gTE., guaranteed; this combination should appeal to 
s purchaser v.iio reiiuires a good and reliaole ecmbiaa- 
tion.— Wauchope's, 9, Shoe Lane, Fleet St., London. 


OF GOOD LINES to choose from at 



Whatever famous make you 
seek, New or Second-hand, 
we hold double the number 
of Models to be found at 
any other house, and we 
offer double advantages in 
Lowest Cash Prices, Easiest 
Easy Terms, Fullest Guar- 
antee, and Promptest De- 
No. h.p. 
1080Q. »5 I9r6 3-sp. SUNBEAM & S/car. £SS C 
10810. 4-5 igi^i countershaft ZENITH and 

sporting Sidecar £67 10 

2i 1916 2-speed REVERE £35 

4i I91<J 3-sp- B.S.A. and Sidecar £65 
3; 1913 3-speed TRIUMPH .... £37 10 

3.V 1911 2-speed HUMBER £20 

6" 1Q16 ROYAL ENFIELD &S/r. £84 
5-6 i9i5 2-sp.FAFNIR and Sidecar £32 10 
4i 1916 3-sp. B.S.A. and Sidecar £65 

5-6 1914 A.C. Sociable £40 

2i 1915 2-sp. NEW IMPERIAL . £39 
7-9 1916 3-sp. HARLEY-DAVID- 

SON and Sidecar £100 

2i 1911 Single-speed HOBART . . £20 

8 1914 HUMBERETTE £75 

4-5 1914 ZENITH Gradua £42 10 

3 1914 2 sp. ROYAL ENFIELD £42 10 
■ £60 





10795- ... 

10800. 7-9 1915 3-speert EXCELSIOR 

10802. 4i 1915 3-speed B.S.A., chain- 

cum-belt £52 10 

10804. ii 1913 3-speed TRIUMPH .... £37 10 

10805. 4 1911 3-spced BRADBURY and 

.wicker Sidecar £32 10 

10806. 3J 1912 3-speed TRIUMPH .... £30 
10808. 3?- 1915 2-3p. SCOTI and Sidecar £63 
10763. 2.i 1916 2-sp. NEW HUDSON ... £33 
10768. ii rgio single-speed TRIUMPH . . £20 
10772. 4 1915 3-sp. DOUGLAS and Sc. £65 
10776. 34 igir single-sp. LINCOLN-ELK 

and Sidecar £20 

10779. 2^ single-speed WOLF £15 

10739. 2? 1915 2-sp. NEW IMPERIAL- 

J.A.P £27 10 

10740. 2| 1916 2-sp. NEW IMPERIAL- 

J.A.P £30 

i07-t4- 2I 1915 2-sp. ALLON £27 10 

30746. 2l 1914 single-sp. SUN VILLIERS £17 10 

10748. 2J single-speed HOBART £20 

10750. 4i 1915 3-sp. B.S.A. and Sidecar . £65 

1075 r. 8 1915 MORGAN Runabout, De 

'Luxe Model £94 10 

10705. 12-16 VAUXHALL Car £125 

10713. 4-5 igi4 ZENITH-GRADUA £37 10 

10717. 4i PRECISION £22 10 

10724. 3I 1912 3-sp. TRIUMPH and So. £42 10 

10727. 4I 1915 3-sp- B.S.A. and Sidecar £60 

10682. 3.', 1914 3-sp. BRADBURY £47 10 

10687. 1} single-speed J E.S £10 

10688. 2j igri 2-sp. DOUGLAS £22 10 

10699. 3 1913 3-sp- HOBART & Sidecar £35 

10701. 2j -jgri single-speed DOUGLAS. . £22 10 

1063S. 3! igt2 single-speed INDIAN ... £20 

10643. ii 191-t RUDGE Multi £40 

lo6^g. 3^ igr3 single-speed B.S.A £25 

10661. 6 1913 ENFIELD and Sidecar.. £45 

10673, 4j igi4 3-sp. B.S.A. and Sidecar £45 

10610. 2| 1914 3-5p. NEW HUDSON, Sc. £45 

10614. si 19x1 single-speed HUMBER.. £25 

10629. 3I 1914 3-5p. ROVER and Sidecar £50 

10633. 4 1914 3-sp- SINGER and Sidecar £45 

10587. 3i 1914 3-sp. QUADRANT & S'car £42 

10588. 3! 1913 RUDGE Multi and Sidecar £45 
10596. 3i J913 RUDGE Multi £35 


'Phone: 5777 Holborn. Wires: " Opiflcer. London.' 



Under the provisions of the above Act. 
advertisers reauiring: vforkmen. and whose 
business consists wholly or mainly of 
engfineering: or the productions of munitions 
of war, or substances required for the pro- 
duction thereof, and whose works are 
situated within 30 miles of London, must 
include in every such advertisement the 
words. "No person resident more than 10 
miles away, or already engaged on Govern- 
ment work, will be engaged." 

Advertisers whose works are situated 
more than 30 mile.s from London can only 
have their announcements inserted with 
the approval of the Board of Trade, who 
will allocate to each advertisement a box 
number, and collect and distribute to the 
advertiser all replies received. The neces- 
sary forms of application can be obtained 
from any Labour Exchange or from the 
offices of this paper, and each advertise- 
ment must contain a clear reference to the 
effect that no person already engaged on 
Government work need apply. 



COLMORE Depot, 31, Colmore Rotv, Birmingliani, 
ean supply immediately oil models of Alldays AUon, 
I [0796 

ALLON, 2-stroke, late 1916, full equipment, beauti- 
ful coudition, perfect order ; 28 gns.— Kuowlden, 
47, Bounerhill Rd., Eingston. [6762 

ALLON" (1915), 2-speed, mileage about 2,000, tyres 
unpunctured, excellent condition, accessories; £31. 
-46, Archfield Rd., Gotham, Bristol. [X3865 

NEW AUous, 2-speed, 2-stroke, 2VL'b.p., 1917 models; 
£42; easy terms 2% extra, or exclmnges arranged. 
—Wauchope's, 9, Shoe Lane, London. [6735 

ALLONS— All models actually in stock, £37/18 to 
£47/5: exchanges, easy payments.- Lamb's, 151, 
High St., Walthamstow, and 50, High Bd., Wood Green. 



ARIEL, 3Voh.p., latest 3-speed model, actually in 
stock.— Crow Bros., Guildford. [6366 

ARIEL, 3V2li-P-. perfect coudition, £15/10 ; sidecar, 
£4/10.— Smith, 199b, King St., Hammersmith. 


COLMORE Depot, 31. Colmore Row, Birmingham, 
ha-ve in stock for immediate delivtiry all models 
of Ariel motor cycles, with or without sidecars. [0797 
1Q13 3V2h-P- T.T. Ariel, Bosch, B. and E., lamps, 
Ji*y horn, speedometer, tyres new, variable pulley, re- 
liable mount ; exchange 2-atroke.— The Prioiy, Swinton 
Park, Manchester. [X3830 

ARIEL, SV^li.p., T.T.. late 1915, decompressor, usual 
accessories, all spares, fitted extra tank, excellent 
condition ; £33, offers.— Horwood, Bungalow, Ascott- 
ixnder-Wychwood, Oxon, [X3775 

IQ17 New Ariels in stock, 3-speed countershaft gear, 
JL*y clutch, and kick start, chaiu-cum-belt drive, 
£65/10; easy terms 2% extra, or exchange arranged,— 
AYauchope's, 9, Shoe Lane, London. 16734 

A uto^ Wheels. 

AUTO-WHEEL, 1915, like new; £10/10.-W. and 
H. Motor Co., Ltd., 287, Deansgate, Manchester. 


SEVERAL Late Model Auto-Wheels, in splendid con- 
' dition, from £7 to £10 each.— Murray's, 37a, 
Charles St., Hatton Garden, Holborn. [X3874 


BAT-J.A.P., 6h.p., about 1912-13, very hot, needs 
little attention; £15.— Gittins, Ltd., Oswestry. 


NEW Bats from stock, 2-speed gear models, solo 
mounts ; £63/5.— Wauchope's, 9, Shoe Lane, Lon- 
don. ' t6736 
BAT, 1912-13, 6h.p., sporting model, 3 speeds, usual 
spares; £32.— P. J. Evans, John Bright St.. Bir- 
mingham. [X3767 
BATS.— P. J. Evans, Birmingham agent.— Imnwdiate 
delivery 4-5h.p, sporting model, 2 speeds; £63/15. 
—87-91, John Bright St., Birmingham. [X3768 
1Q12 Bat-Jap, 3V2-4h.p., Bosch, B. and B., new ball 
At/ bearing, Grado gear, new Dunlop belt, splendid 
tyres, Dunlop heavy, coachbuilt sidecar, V.M. Pillion 
seat, Miller lamps, speedometer, horn ; £28.— Letters, 
15, Cecil Rd., Hendon, N.W. [6767 

BAT-J.A.P., 191"2-1913, 8h.p., 2-speed, clutch, spring 
frame, with coachbuilt sidecar, liead lamp, rear 
lamp, Lucas car lamp mounted on sidecar, mechanical 
horn, £8/10 just spent on thorough overhaul; bar- 
gain, £39: exchange lower power and cash.— Ideal Cycle 
Co., Thundersley, Essek. [6710 

A20 AH letters relating to advertisements should 4uote the number at the end of each advertisement, and the date of the issue. 

January 4th, 1917. 

THE MOTOR CYCLE.— (Supplement iii.) 

Advertisements. 23 




,S.A., 1917 model; H and K, with sidecai-s, in 
stock.-Moss, Wem. [X3860 

COLMOEE Dei'ot, 261, Deansgnta, Manchester, for 
immeJiate delivery of B.S.A. [0798 

EW B.S.A.. chain drive, in stocJ: : exchanges quoted : 
£65.— Motor Exchange, Horton St., Halifax. [6561 

RIDER TKOWAED, 78, High St., Hampstead.- 
1915 4i,ih.p. T.T. clutch B.S.A., new conditiou. 
•er.7 fast ; 34 gns. [6744 

B.S.A. 1917 Models in stock, H £56, K £64; also 
genuine U.S.A. No. 1 sidecar, £17/17.— Huckle- 
)ridge, 133, Sloane St., London. [X2742 

IQ17 B.S.A. in stock. Catalogues free. Spare parts 
1-*^ per return. lin. belts, as fitted by makers, 8/6, 
)Ost paid.-Alliert J. Pitts, Eedditch. Tel.: 91. [X0529 

VTEW B.S.A. 1917 War Office Model, cliain-cum-belt 
L* transmission, S-speed countershaft gear and kick 
tarter: £54.— AVauchope's, 9, Shoe Laue, London. 


Iih.p. B.S.A., late 1914. 3-speed, perfect order 
■4 throughout, lamp, and horn; £52; or with new 
;17 Gloria sidecar £67/10.— Duncan, 2, St. Mary's 
Place, St. Andrews. [X3525 

B.S.A., late 1916, 3-speed, 4i,ih.p., .all chain drive, 
kick start, Lucas lighting set, only run 200 miles, 
lerfeet condition ; 55 gns., or hear offer.— Box L2,832, 
,0 The Molor Cycle. [6727 

B.S.A.. Model K, 1916, 4yh.p., 3-speed, kick start, 
original tyres, Palmer oversize on rear, coach side- 
ar and screen; £68/10.— Lamb's, 151, High St., Wal- 
hamstow, and 50, High Rd., Wood Green. [6645 

B.S.A., 4i4h.p.. 1915. all chain drive, 3-siieed counter- 
shaft, run only 3.000 miles, fitted with Swan coach- 
arilt sidecar, head, side, and rear lamps, speedometer, 
lorn, numbers, Terv fine order; £58.— Gorleston, St. 
Uban's Ed., Kingston-on-Thames. [X3868 

LATE 1915 B.S.A, 4i4h.p., countershaft 3-speed, 
clutch, kick-starter, with coachbuilt sidecar, com- 
ilete with the usual accessories, excellent condition 
hicughout; £57/10, or close offer; exchanges. —Newn- 
am, 223, Hammersmith Ed., W. 'Phone: 80. [6721 

B.S.A.'s.-1917 model H, all chain, £66; 1917 model 
K, £64: actually in stock; deferred payments 
rranged ; exchanges ; good prices for second-hand up-to- 
late machines.— Liiulb's, 151, High St., Walthamstow, 
nd .50. High Rd., Wood Green. Tels. ; Walthamstow 
69, and Hornsey 1956. [6641 

B.S.A. Latest New Models can be delivered frouj 
stock: Chain drive model H, 3-speed countershaft 
ear. £66; chain-cum-belt model K, £64; Montgomery 
idecars ir stock to fit from 10 gns; your preseni 
aachine can be taken as part payment.- Elce and Co 
5-16, Bishopsgate At., Camomile St., E.C. B.S.A. 
gents. [0551 

Ilh.p. 1916 B.S.A. and coachbuilt sidecar, 3-speed. 
4 model H, all chain drive, clutch and kick start. 
a the pink of good condition, complete with accessories 

gns., guaranteed; also a 1916 chain-cum-belt model, 
tted with roomy sidecar, including accessories, £60, 
uaranteed: and a solo chain-cum-belt B.SA., 50 gn.'*., 
uaranteed: easy terras, 2\'.,%. half down.— Wauchope's. 
ppointed B.S.A. City agents, 9. Shoe Lane, London. 


1 Q15 Calthorpe-Jap, 2-speed, and accessories- £22/10. 
L" —Bounds, Garage, High Ed., Kilburn. [6580 
'COLMOEE Depot, 31, Colmore Row, Birmingham. 
^ have in stock all models of Calthorpes for iui 
lediate delivery ; also at our Manchester Depot. [0799 

"CALTHORPE, 2-stroke, 2-spced, practically new, 
^ hardly used, fully equipped; best offer over £20; 
wner France.— Mrs. E., Rinfeside, Penrhyn Ed., King- 
ton, S.W. [6697 
VTEW Calthorpes on easy terms, 2% only extra charge: 
-^ Latest lightweights, 2%h.p. J.A.P. engines, 2- 
peed Enfield gears, sloping top bars^ 36 gns. ; also 
i^h.p. 2-stroke moCels, £28/17/6.— Wauchope's, Cal- 
tiorpe's appointed agents, 9, Shoe Lane. London. [6733 


"^LTNO 1912 6h.p. Combination; £35/10 —Motor 
^ Exchange, Hortoa St., Halifax. [6663 

'^LTNO, 1913-14, 6h.p.. 3-speed countershaft, chain 
-^ drive; £39/10.— Motor Exchange, Horton St 
lalilax. , [6652 

13V2 Clvno Combination, spare wheel, speedometer, 
kick starter, 2 head lamps and generators, hood- 
;40.— Griffin, Ltd., 89, Gt. Portland St., London. [6617 


PJ. EVANS, Birmingham Agent.— Immediate de- 
• livery all models Connaaght from stock; miniature 
nd dou'ile-purpose models, prices fiom £23/17/6 —87- 
1, John Bright St., Birmingham. [S3770 

Coventry Eagle. 

"^OVENTBT Eagle, 1916, 6h.p., 3-sp6ed countershaft 
^ coach sidecar, and accessories: cost £100 little 
Bed, £69/10.— Motor Exchange, Horton St., Halifax. 

„ [6665 

IQ13 2*4h.p. Douglas, 2 speeds, splendid condition- 
LU £28.— H. Wright, Arlesey, Beds. [6620 

I Q13 2-speed Douglas, speedometer, etc.; £28 — 
LtJ Rhodes, 43, Bryan Ed., Blackpool. [6625 




ftEX, 1914, 6 h.p., 2-speed, modele de luxe ....... £35 

TRIUMPH, 3i h.p., 2-speed countersnatt, Sidecar ... £32 
INDIAN, 1913, 7 h.p., coach-built Sidecar, 2-speed ,. £42 
ZENITH, 1914, 6 h.p., couatershalt clutch model .... £60 

RUDGE 1913 5-6 h.p. Multi, with Radge Sidecar £46 

ENFIELD, 1912, 6 h.p., a-speed, twin, En&eJd Sidecar £29 

RUDGE 1913 3^ h.p. Multi, coach-built Sidecar *£3Z 

SCOTT, 1914. 3^ b.p., 2-sp., and Scott sidecar chassis £45 
ZENITH. 1915 ai h.p., twin, clutch, and t.B. Sidecar £49 

ENFIELD 1914 6 h.p. 2-?peed Combination *£55 

GHATER LEA, 1913, No. 7, 8 h.p. 3-sp., and Sidecar. *£40 

DOUGLAS, 3,1 h.p., 2-sp., Canoelet, disc wheels *£58 

MATCHLESS, 1913, 8 h.p., J.A.P. overhead, 6-spced.*£48 
HARLEY-DAVIDSON, 7-9 h.p., 1915, 3^.sp., C.B. S /car. £68 

P. & M., 3U1.P., 1913, 2-speed. C B. Sidecar *£46 

JAMES 4i h.p., 1914, 3-speed, Empress Sidecar .. .*£58 


DOUGLAS, 1914, 25 h.p., T.T., ions exhaust, 2-5peed £45 
DOUGLAS, 1914, 2i h.p., 2-speed, Zephyr pistons . . . £48 

DOUGLAS, 1914, 2i h.p., 2-speed, *£48 

DOUGLAS, 1914, 2I h.p., 2-speed, Model V *£47 

DOUGLAS, 1911, 2j h.p., 2-speed touring bars £20 

RUDGE 1913 3i h.p. Multi, T.T. bars £33 

IVY, 1915, 2-stroke, single-speed £16 

NEW HUDSON, 1913, 3* h-P-, 3-speed, J.A.P. engine £30 

REX, 1913, si h.p., 2-speed, and clutch £28 

BROWN, 3I h.p. model, Bosch magneto £12 

INDIAN, 1915. 5 h.p., 3-speed, twin £48 

ALLDAYS ALLON, 1915, 2-speed, 2-stroke £32 

INDIAN, 1914, 7-9 h.p., 2-speed, electric equipment . £47 

ENFIELD, 1910, 2.^ h.p., twin, Grado gear £14 

LEVIS, 1914, 2i h.p., 2-5troke, countershaft £18 

F.N., 2 \ h.p., 2-speed, lightweight -. £15 

ALLDAYS ALLON, 1916, 2i h.p., 2-speed. 2-stroke . . £30 
ALLON, 1916, 2;J h.p., 2-stroke, as new, single-speed £26 

ENFIELD, 1916, 2A h.p., 2-stroke, 2-speed £33 

TRIUMPH, 1913, 3^ h.p., 3-speed, all accessories ♦£38 

iNDIAN, 1914, 7-9 h.p., .clutch model, as new £41 

HUMBER, 1915, water-cooled, 3i h.p., s-speed *£45 

INDIAN, 1915, '5 h.p., 3-speed, as new *£45 

PREMIER, 1913, 2A h.p., lightweight £14 

TRIUMPH. 1913, 3^ h.p., tourist, fixed gear £19 

INDIAN, 1914, 7-9 h.p., 2-speed. spring frame *£38 

ENFIELD, igi5, 3 b.p., twin, 2-speed, speedometer . *£48 

HUMBER, 19L3, 2A h.p., twin, had caretui usage *£21 

RADCO, J915, 2^ h.p., 2-stroke, done about 500 £20 

TRIUMPH, 1914, 4 h.p., 3 speed, excellent order *£50 



ROYAL ENFIELD 5 b.p. Combination £94 10 

ROYAL ENFIELD, 1 h.p., twiu, a-soeed £!>r 15 

ROYAL ENFIELD, 2i h.p., 2-speed, 2-stroke £44 2 

B.S.A., 4} h.p., 3-speed, all-chain, H, rgt7 model . £66 

B.S.A., 4i h.p., -i-speed, belt, K, igt? model £64 

B.S.A., 3i h.p.. Model D, T.T £52 10 

ROVER, 'i9r7. 3i h.p., 3-5peed, Combination .... £89 9 

ROVER, I9r7, 3.5 h.p., 3-speed, solo £69 10 

ROVER, I9t7, 3i h.p., T.T., Philipsou pulley £61 10 

LEVIS, 2i b.p . single-speed, Popular model £32 0, 

COVENTRY EAGLE, 2-stroke, de luxe £37 15 

MORGAN G.P. No. I, M.A.G. engine, discs, etc..*£150 

A Few 1916 ROYAL RUBYS to Clear. Send lor Lists and 



G.W.K., 1914, 8 h.p., lust re-painted and overhauled £120 
G.W.K., 1915, 8 h.p., just re-painted, detach, wheels. *£160 
MORGAN, 1917. G.P. No. i, only done 500, & as new.*JE135 

KNIGHT, 1914. 11.9 h.p., sporting body ♦£145 

CALTHORPE, 1916, 10 h.p,, G.D.^^. dyn. 6 wheels. *£275 

SINGER, 1914, 10 h.p., dynamo lighting *£195 

SINGER, 1 913, 10 h.p., slamps, just being overhauled, ♦fil 35 

SINGER, 1913 (late), 5 lamps, dickey ^£145 

HILLMAN, 3915, 9.5 h.p., speedometer, little used,*£205 
MATHIS, 1914, 15 t-P- 5-seater, dynamo *£305 

Machines started (*) are complete witn lamps, horn, etc 
1914 and 1915 DOUGLAS MACHINES bought for Spot Cssh, 


I00§'l36 a Portland SlLondon W 

telephone -bSi Mqyfoir felegfams'Mid\ca\e Wc^da 


I Q15 Douglas, W.D., 2-9peed, and accessories; £42/10 
-l«/ —Bounds, Garage, High Rd.. Killnirn. [6578 

DOUGLAS, 1913. 2 speeds; £30.-Smith. 16. Haver- 
stock Hill, opposite Chalk Farm Tuhe Station. 


COLMORE Depot, Birmingham, Leicester, and Liyei 
pool, for Douglas motor cycles, also spare parts. 


RIDER TEOWARD. 78, High St., Harapstead.- 
1913-14 T.T. Douglas, 2-speed, perfect, fast: 33 
gn.?. [6740 

1015 T.T. Douglas. 2-speed, speedometer, and acces- 
-L «^ sories ; £45.— Bounds, Garage, High Rd- Kil- 
hurn. [6579 

DOUGLAS, 25^h.p.. 1914. just overhauled, speed 
ometer, lamps, etc.; £35.— Bov 598, e/o The Motor 
Cycle. [X3753 

1 QI3 T.T. Douglas. 2 speeds, splendid condition: 
-Lt/ 28 gns. cash.— 436, ^^^l^teho^se Ed., Thornto:i 
Heath. .- [6691 " 

DOUGLAS. 25^h.p.. £15/10: 1913 2-speed. want,^ 
tuning up, £26.— Motor -Exchange, Horton St . 
Halifax. ^ [6664 

DOUGLAS, late 1913. 24ih.p., 2-speed, semi T.T.. 
tirst-class condition ; £31.— Stocks, Thurlstone. 
Sheffield. [X3859 

DOUGLAS.— Wholesale and retail West of England 
agents; write us your requirements.- Moffat. 
Veovil- Tel.: 50. [5855 

13 T.T, Single Speed Douglas, overhauled, verv 
East ; £23 ; perfect.— Jennings, 6, Headway, 
Gidea Park, Romford. [6614 

DOUGLAS, 2%h.p.. 1915 model, T.T.. in fine order, 
head and rear lamps, horn, numbers ; £44.— Fe:i- 
lor, 36. Clarence St., Kingston. [X3870 

DOUGLAS, 1915, T.T., 2^Ah.p., 2-speed, lamps, hom. 
speedometer, good condition; £44<~Elce and Co., 
15-16. Bishopsgate Av., Camomile St., E.C. [0480 

DOUGLAS Specialists.— Gibb. Gough. London Rd . 
Gloucester. Gibb. the International Douglas rider 
winner of numerous cups and gold medals. [2218 

DOUGLAS, late 1914, 2=/4h.p. T.T. model, in splen- 
did condition, new tvres. belt, chain, etc., all ac- 
cessories; £35.— Gripper, Babworth, Retford. [X3827 

LATE 1913 Douglas, 2 speeds, clutch, kick, lamps. 
all accessories, pan. splendid condition, little used: 
32 gns.— 436, Whitehorse Rd., Thornton Heath. Surfev 

lOlS^i 4h.p. Douglas. Colonial model, 2-speed. clutch, 
J-iJ kick start, coachbuilt sidecar, 2 lamps, and 
spares; £60; hks new.— Young, Sutton-in-Ashfield. 


DOUGLAS. 1914, 2-^ih.p.. 2-3peed. clutch, kick 
starter, speedometer, mechanical horn, lamps, ac- 
cessories ; £34.-Lt. Hill, 4th T.L.I., Wellingborough 


DOUGLAS. 1914. T.T., 2%h.p.. 2-speed, in splendi.1 
tune, long exhnuat pipe, very fast; £38, or neai 
offer.- R. Kirkby, Estate Office. Hornby, Lancaster. 

1 015 2%h.p. Douglas, W, S-speed. -clutch, engine 
-Lt7 perfect, ridden very little, nearly new, with 
accessories; £52/10 —Robinson's Garage, Green St. 
Cambridge. [6712 

1016 Douglas, 254h.p.. W.D. model, new August. 
-L*/ done 500-600 miles, lamps, tools, and Stewart 
mechanical horn; £48.— Oxford Villas, Laleham Rd.. 
Shepperton. • [X3839 

GIRDER Frame Douglas, suitable for either lady 01 
gentleman, 2S4h.p., 2 speeds, clutch, footboards, 
excellent condition throughout; £33.— Alder, 16, East 
Park Ed.. Harrogate. [6657 

1Q14 25411. p. T.T. Douglas. 2-speed, new Dunlops, 
-Lt/ B170 saddle. 2 Lucas lamp sets* horn. Stewart 
speedometer, excellent condition ; £38/10.— Robinson's 
Garage, Green St.. Cambridge. [6714 

DOUGLAS, 1916, 4h.p., 3 speeds, kick starter, tyres 
unpunctured, run 1.000 miles, perfect mechani- 
cal condition ; expert examination, P. and H. lamps, 
tools, etc. : £60.— Eoyal Hotel, Capel Ourig. [X3831 

DOUGLAS Combination, 4h.p., late 1915. absolutely 
unscratched. 3 speeds, clutch, kick start, Douglas 
coach sidecar, speedometer, lamps, Lucas horn, spare 
tyre; £70.— Pike. Thoroton St.. Nottingham. [X3834 

DOUGLAS, practically new. War Office. 2-speed. T.T 
all-weather model, all grey, fully equipped, smartest 
on road, perfect; trial; £54, or with cash for 1916 twin 
combination.— A. E., 23, Market Place, Kingston, S.W 


COLMOEE Depot. 31. Colmore Row. Birmingham, 
for immediate delivery of Enfields. [0801 

ENFIELD 1916 6h.p. Combination, lamp, horn, new 
2 months ago ; £85.— Lamb's, below. 

ENFIELD 1916 6h.p. Combination. Lucas lamps 
Stewart speedometer, horn, mileage slightly ovei 
1.000. £84: Entield commeri'ial chassis, with quite new 
box, 12 gns.— Lamb's, 151. High St., Walthamstow. and 
50. High Rd.. Wood Green. Tels.: Walthamstow 169 
and Hornsey 1956. [6646 

ENFIELD 19141A 6h.p. Combination, hood, screen 
splendid condition; £58.-29, St. Leonard's St 
Bow, E. [6575 

1Q13 Enfield 6h.p. Combination, all accessories; £45 
Ji*y —Smith, 16. Haverstock Hill, opposite Chalk 
F;jrm Tube Station. [6603 

All letters relating to advertisements should quote the number at the end of each advertisement, and the date of the issue. 


24 Advertisements. 

THE MOTOR CYCLE,— (Supplement iv.) 

January. 4th, 1917. 


1Q16 3h.p. Enfield, mileage 2,000, faultless, speed- 
J- V ometer, horn, lamps, shock epringB ; bargain, 
£49.-32, Steads Ed., Sbeffleld. [X3845 

"OIDER TEOWAKD. 78, High St, Hampstead— 
J-ii 1916 Enfield combination, mileage 600, new con- 
dition, 3 lamps; cost £110, 68 gus. [6742 
"IQ16 Enfield Combination, lidden once, unscratched, 
J-v perfect throughout; 79 gns. ; cheaper machine 
pojt.— 245, Hammersmith Ed., London, W. [6709 

ROYAL Enfleld, 1915, 2-stroke, exceptional, condi- 
tion, large black P. and H. head lisht set, rea) 
light, hoin, all tools, only run few miles ; £35.— Kit^at, 
6, Parade, Cowes. [6608 

ENFIELD Combinations.— New models in stock; Bh.p., 
2-speed, £94/10; cash, exchange, or deferred pay- 
ment terms.— Elce and Co., 15-16, Bishopsgate At., 
Camomile St., E.C. ' [0552 

ENFIELD Combiuation, 90 gns. ; 5h.p. twin, £57/10; 
2-speed, 2-stroke, £45; delivery Irom stock.— 
Exeter Motor Cycle Co., Ltd., Bath Rd., Exeter, and 
Tavistock Ed., Plymouth. [0838 

1Q16 3h.p. Enfield, 2-sp6ed, kick start. Millers head 
J-*J and Lucas rear lamps, mechanical horn, Thomp- 
son-Bennett mag., ridden 500 miles only; bargain, 
£42/10.— Robinson's Garage, Green St., Cambridge. 

1 Q17 Enfield, 3h.p., 2 speeds, complete with lamps, 
-i-t/ horn, 'and numbers, only ridden 50 miles; ctist 
with accessories £63; oflicer ordered abroad; sacrifice 
£55; approval.— Fenlor, 36, Clarence St., Kingston. 


ENTTELD Combination, 1 91 6, perfect condition, 
hood, luggage carrier, spar© covers and tubes, 
lamps, horn, speedometer, many spare parts and tools ; 
67 gns.— Crawley Bros., 45, Hockerill St., Bishop's 
Stortford. [6653 

BLRMINGHAM Enfield Agent, P. J. Evans, 87-91, 
John Bright St.— Immediate delivery all 19i7 
mode i, includipg lighting set i;ombination, special Sh.p. 
with h^od and ecreeu, and standard 6h.p. combination, 
also 3h.p. standard and sporting models, and 2\^h.p. 2- 
stroke; prices from 42 gns. [X3764 

ENFIELD 1916 6h.p. Combination, Lucas dynaiao 
lighting, electric and bulb horns, screen, apron, 
spare tyre and inner tube, spare chain and valve, in- 
] spection lamp, luggage grid, Pillion seat, mirror, Wat- 
I lord speedometer, new May last, done 2,720 miles; £90, 
I no ofiers.— 51, Park St,, Birmingham. [3;3756 

T?NFIELD, just arrived, dynamo outfit. 6h.-p-, liood 
J_J and screen, £115/15; also 6h.p. 1917 standard 
; combination, hood and screen, £100; 5h,p. solo models, 
, T.T., touring, £57/15; actually in stock; good prices 
' offered for second-hand up-to-date macliines in part 
exchange; deferred terms if desired.- Lamb's, 151, High 
St., Walthamstow, and 50, High Ed., Wood Green. 


EXCELSIOR, 1916, 7h.p., 3-speed. and coach side- 
car, used for demonstration ; £69/10, cash bar- 
gain.— Motoi Exchange, Hortou St., Halifax. [6666 
AMERICAN Excelsior, Model de Luxe, 4 electric 
lamps, speedometer, Canoelet sidecar, wind tcreeu. 
hood, bought week ago; owner ordered Front; bargain, 
£90.-97, Divinity Ed.» Oxford. tX3801 


FAFNIR, in splendid condition, new mag.; £22/10. 
or nearest oHer.— Crawley Bros., 45, Hockerill St., 
Bishop's Stortford. [6632 

Tj^.N., 1914, 2"^h,p., 2-speed, clutch, as new; £28; 
Jj exchanges entertained.— C, Holly Lodge, Radnage, 
near Stokenchurch, Bucks. [6609 

3ih.p. P.N., 4 cyls.-, recently overhauled and le- 
2 enamelled, excellent running order; £20, or near 
offer.— Box 591, c/o The Motor Cycle. [X3695 

2jJ.h.p. F.N., Bosch mag., clutch, splendid condition, 
d: £10: also 1912 F.N., 4-cyl., clutch, £15.-Smi1h, 
16, Haverstock Hill, opposite Chalk Farm Tube Station. 


Harley= David son. 

J A. STAGEY, 12, Ecclesall Rd.. SheflSeld. for im- 
• mediate delivery of Harley-Davidsons. Spares, 24 
hours' service. [6244 

1 (Q15 Harley-Davidson. electrically equipped, excel- 
-LiJ lent condition, with Swan spoiling sidecar; £66. 
— Eenier, 15, Cressweli Rd., Twickenham. [6705 

1 Q 1 5 Harley-Davidson. electric model, and Gloria 
Xt/ sidecar, perfect order; £55, or exchange.— Howes, 
19, Limburg Rd., Clapham Junction, S.W. [6765 

(■^OLMOEE Depot, Birmingham, Manchester, Liver- 
^ pool. Leicester, for immediate delivery of all 
models of Harley-Davidsons. and spare parts. [0802 

HARLEY-DAVIDSON 1916 Models delivered from 
stock on the best terms for cash, exchange, or 
easy payments; sidecars in stock to fit. — Below. 

HAELEY-DAVIDSON, 1915, 7-9h.r., 3-speed, model 
IIJ. electric lighting, horn, etc., with Harley 
model A sidecar, comiilete; £63.— Elce and Co., 15-16, 
Bishopsgate Av., Camomile St., E-C. [0492 

LATE 1915 Harley-Davidson Combination, fully 
equipped, excellent condition. £80; cash or easy 
terms.- E E. Jones [Garages), Ltd., Swansea. [0861 

1 Q15V^ Harley-Davidson Combination, 3 Bpeeds. 
-I *y Canoelet sidecar, dynamo electric lighting, horn, 
new speedometer, tools, spares, condition Al ; ■ £70 
cash.— Bex L2,758, c/o The Motor Cycle. [6218 






I Ihere are 005 

Days in the Year | 

and an unsatisfactory pur-"^ 
chase on any one day can S 
spoil all the rest. = 

There is ONE I 

■ •■ 

— all the Year round, where a ^^ 

—^ Purchase is a Guarantee of ~ 

S Satisfaction for all the other ® 

= days- of the year. = 

■ i 


i The Best Of Alii 
iNew Year's j 
I Resolutions | 

^ to make (and one of the easiest to ^ 
S ksep) is to MM 

I Deal with Godfreys | 
I NEW models! 

I In Stock include— | 




^ ■ I 

S Write for Descriptive Catalogue of any of — 
H the above, and for our Full List of both H 
= New and Second-hand Machines. =: 




■ ; — Easy Terms. Liberal Exchanges, ~ 


I 208, Gt Portland St., | 


^ 'Phone: 7091, MayfaJr (2 Knes). ^ 




HAHLEY-DAVIDSON 1916 Model 16F. and Qanoe- 
let car, ,wind screen, big F.R.S. lamp, Stewart 
born, ridden 600 to 700 miles approximately, really 
food thing: ; £89/10 ; deferred pavments, exchanges.— 
Lamb's, 151. High St., Walthamstow, and 50, High 
Rd., Wood Green. [6647 

HARLET-DAVIDSON", 7-9h.r., . 16J model, ^ith 
Gloria coachbuilt sidecar, hood and screen, com- 
plete -with electric ligliting outfit, spare tyre, tube, 
speedometer, and tools, done 900 miles, excellent con- 
dition; cost £110, accept £85.— Harley, c/o Staines Pro- 
jectile Co., Ltd., Staines. [6728 


TJIDER TROWARH, 78, High St., Hampst^ad.- 
XV 1915 Henderson, Bramble 18 gn. underslung side- 
car, dynamo ligliting, electric horn, new condition, mile- 
age 2,000; cost £110, 65 gns. 16745 


HOBART Motor Cycle, scarcely used ; owner gone 
to the Front.— Particulars, Mann and O^ertons, 
Ltd., 10, Lower Grosvenor Place, S.W. Tel.: Victoria 
4634. T.A. : " Soupape, Sloane, London. [6699 

fl umber. 

"|Cfcl2 3V'h.p. 2-6peed Humber, liandle starter, \ery 
-!-«/ good; £18/10.— stocks, Thurlstone, Sheffield. (JJ) 

1Q14 Syoh.p. 3-speed Hnmber, lamp, etc.; £35; cash 
-i.»7 01 easy tenua.~R. E. Jones (Garages), Ltd., Swan- 
sea. [0863 

XTTJMBER Combination, 3V2h.p., 2-speed, free, mag., 
-tX B. and B., iast, in fine order and condition; £18. 
-Head, 31, Hamthorpe Rd., West Norwood. [0870 

HUMBER, 1915, S'Ah.p., 3-speed, nearly new; special 
price, £57/10.— E'xeter Motor Cycle Co., Ltd., 
Bath Rd., Exeter, and Tavistock Rd., jnymouth. [0842 

17 SV'h.p. Humber, twin horizontal engine, semi- 
T.T. uars, handlebar controlled rlutch, quite 
new, .inst deli\'ered, £75; with MiHs-Fulford coach aide- 
car complete, £88; Douglas machines taken in part 
eschange.— Robinson'js Garage, Green St., Cambridge. 



INDIAN, 1915, 7-9h.p. road rao«r, lamps, horn, tools, 
spares, mileage about 5,000; £40.— Bristow, Laner- 
cost, AVallingtoh. [6738 

7-9h.p. Indian, 1916, 2-speed clutoJi, Gloria torpedo 
sidecar, with lamps; £75; kick starter.- Williams, 
10, King St., Twickenham. [6606 

INDIAN, 7-9h.p., spring frame combination, beauti- 
fully equipped, new chains and tyres ; called "Up ; 
best offer.— G., 1, Eensingt-on Park Rd., W. [6700 

INDIAN, 1915, 5h.p., 3-sp6ed, lamps, horn, etc., with 
Phoenix racing torpedo sidecar, fine condition ; 
£58.— Elce and Co., 15-16, Bishopsgate Av., Ciimomile 
St, E.C. [0481 

INDIANS, model C, in stock for immediate delivery, 
spring frame, 3 speeds, 2 electric lamps, and horn 
also speedometer; £78.— P. J Evans, John Bripht st.. 
EiimiDgham. [X3772 

INDIAN, 7-9h.p. (1914). good as new, little used; 
owner at Front ; will be sold bv auction January 
16th, 1917.— Charles Muskett, 88, Station Rd., New 

Southgate, N. [6621 

INDIAN Powerplus, 7h.p., 3-speed, T.T., rigid frame 
model, Dunlop tyres, £75 ; spring frame touring 
model, with lamps and horn, £78.— In stock for immedi- 
ate delivery at P. J. Evans, John Briglit St., Birming- 
ham. [X3766 
INDIAN, 1914, 7-9h.p., 2-speed, electrically equipped, 
spring frame, all accessories, special Moutgomeiy 
sidecar, Cape hood, screen, luggage carrier; £54.— 
Adlington, Fulham Military Hospital, Hammersmith. 


INDIAN, 1915, 7-9h.p., 3-speed model C. elertric 
equipment, large Millford" de Luxe coach-bnilt 
sidecar, with disc wheel, hood, screen, insurance policy, 
perfect condition ; bargain, £63.— Lelliott, Chatsworth 
Rd., Worthing. [6768 

INDIAN 1914-15 Genuine Coach Combination. 7-9h.p., 
spring frame, speedometer, lamps, tools, horn, 
large valuable skin motor rug. back seat; lot 45 gns.; 
trial.- Wires: Leeming, Westbourne, Vicarage Lane, 

Marton, Blackpool. [;X3864 

INDIANS, second-hand 1915 models: 7h.p. ifiodel C, 
with de luxe coach sidecar, £60; 5h.p., 3 speeds, 
with firrrting coach sidecar, £52/10; 5h.p. solo mount, 
£50: all overhauled and guaranteod sound.— P. J. Evans, 
John Bright St., Birmingham. [5376-2 

Th.p. Indian, 1914, 2 speeds, electric light, speeu- 
ometer, all accessories, with coachbuilt eide^ar, 
whole machine as new; must sell, joining colours; £50. 
or ne^r offer: seen any time by appointment.—Best, 
80, Canbury Park Bd., Kingston. [6766 

PJ. EVANS, Birmingham and Midland Indian 
• Agent. — All models in stock for immediate de- 
livery; 7h.p. T.T, Powerplus, £75; 7h.p. 3-speed spring 
frame, ajjd electric hght, £78; sidecars from 11 gns.— 87- 
91, John Bright St., Einningham. [X3763 

INDIAN, 1-915, 5h.p., 3 speeds, clutcfi, kick starter, 
and Mills-Fulfoid sidecar, all accessories, spare 
new Duulop cover and tube, splendid condition, imused 
since January. 1916, ideal as solo or combination; 
£55.— Taylor, Maple Lea, Hindhead, [6634 

- A22 All letters relating to advertisements should quote the number at the end oi each advertisement, and the date ol the issue. 

Editorial Offices: 
Hertford Street, Coventry. 


" Motorcycle. Coventry." 
10 Coventry ifive linesj. 

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SODTH AFHIC.A— Central News .^sency, Ltd. Paris— Smith'3 English Library, 248 Bne Rivoli. 

Eliminating Weaknesses. 

IN the early part of 1915 we ventured the sug- 
gestion that experts in motor cycle matters 
should be appointed by the Government to 
study the conditions under which motor 
cycles are used at the Front, and to make 
recommendations to manufacturers engaged 
entirely upon the production of war models. The 
object in view was, of course, the perfection of 
design by the elimination of weak points. It is 
common knowledge that certain details of design 
(we can fairly include all motor cycles in use at 
the Front) were entirely satisfactory when used 
under conditions obtaining in these Isles, but 
quite naturally perhaps were found to be lacking 
in strength or efficiency under the arduous con- 
ditions of war service. To particularise, we 
refer to frames, hub design, gears, the important 
question of mudguarding, spring forks and such 
hke. Engines in isolated cases have not proved 
all they might be, and sidecars, too, have been 
found to be wanting in design. From accounts 
we receive from men at the Front who are com- 
petent to judge, certain troubles are still regu- 
larly experienced . with specific makes of 
machines. These failures have been recurring 
for over eighteen months — in some cases over 
two-years — are well-known to the men who handle 
the machines, and should be better known to the 
makers.. When known and properly sifted, the 
manufacturers should be officially asked to heed 
the complaints. What is wanted, it seems to us, 
are experts who know the difficulties of the con- 
ditions to make periodic visits to the war zones 
and to confer with officers in charge of motor 
cychst sections and repair bases — most of whom 
hold strong views — and then to return and advise 
manufacturers as to desirable changes or amend- 
ments in design. We believe this plan is adopted 
by the Royal Flying Corps in connection with 
aeroplane engines. A year ago we urged such a 
scheme of communication ; later manufacturers' 
representatives visited the French front, but a 
solitary visit is not enough in the case of a motor 

vehicle. Besides, the weather and road condi- 
tions are so constantly changing. 

It took many months of constant requisitioning 
before a suitably shaped handle-bar was stan- 
dardised for our D.R. 's Overseas. The long 
touring bars often fitted led to many falls until 
riders themselves bent their bars to -a suitable 
shape. We know an instance where hubs gave 
endless trouble for months and caused workshop 
mechanics much work, before the manufacturer 
even knew that this part required any attention. 
When The Motor Cycle drew his attention to the 
matter an improved design was produced. 

Another point in connection with military 
mod£ls is that different standards of finish are 
permitted ; in one case machines are finished 
entirely in khaki, not a tiny plated part being 
permitted ; in another instance the firm is allowed 
to deliver its standard products, all the parts 
being plated in the manner they would be for 
display in an agent's window : in still another 
instance the machines are all black. Now 
assuming that the question of colour finish is of 
minor importance — and we are not so convinced 
of that, seeing that motor cycles in war service 
have continually to be left exposed to the 
weather all night, and also must perforce be 
ready for use in all weathers, thus calling for the 
closest study in finishing processes to ward off 
rust and damp — some standard should surely be 
set by the authorities ; either plating is of 
advantage or it is not of advantage. Personally, 
we should have imagined that in the summer 
months plated parts glinting in the sun would be 
of some guide to the enemy. We have heard it 
argued that rust is much less likely to attack 
parts of a machines which have been plated and 
subsequently neglected, and we are open to 
accept this view, but from the few remarks which 
we have made and which we could continue if it 
were necessary further to illustrate our point, it 
is clear that there is still some confusion in the 
production of the different patterns of war motor 

An index to the advertisements in this issue will tie found on the page facing the bacl< cover. 


JANUARY iiih, iQi?- 

1916 7-9 h p. 

THIS machine was no manu- 
facturer's specially tuned 
demonstration model, but 
a hard-worked hack belonging to 
a friend, which had had a season's 
wear. It was a fine autumn day, 
and as our course lay in the teeth 
of a south-westerly gale the 
engine was hard put to it for forty 
miles, but behaved splendidly. 
It would have done better had 
not the clutch been over-lubri- 
cated : this was caused by the 
relief pipe from the crank case 
throwing too much oil on to the 
chains and clutch — a fault which 
could have been easily remedied 
by closing the pipe a little. 
Despite this slight inconvenience 
the machine travelled extremely 
was made. 

The Matchless halts beside an old windmill. 
These picturesque landmarks are rapidly fallmg into 
disuse, and the little country miller may in a few 
years cease to be. 

well and good time 

Some Facts about the Engine. 

The M.A.G. engine with which this outfit is 
equipped deserves the highest praise. It was not 
e.xtraordinarily fast, but was a good puller, capable of 
a high average speed without making the slightest fass, 
and totally devoid of all clatter and valve noises which 
are far too prevalent in many motor cycle engines. 
At 2o m.p.h. it was inaudible, and at higher speeds 
practically so, while the exhaust was quiet, though in 
no way throttled unduly. In short, the machine was 
one which a considerate driver would rejoice to use. 
Few people know how to remove the inlet valves of an 
M.A.G. engine. After the inlet dome has been 
removed the valve, if the motor has been run a long 
time since last taken down, will be found so firmly 
fixed as to be apparently immovable. If an attempt 
be made to lever the valve complete out of its seating 
the cage will probably -be irremediably damaged. The 
process of removal is simplicity itself when once the 
procedure has been ex- 
plained. Having taken 
away the exhaust spring 
the stem of the exhaust 
valve should be lifted until 
the head is found to be 
touching the inlet ; next a 
nut or anything which will 
form a suitable distance- 
piece should be inserted be- 
tween the bottom of the 
exhaust valve stem and the 
tappet, and the engine 
should be rotated, when the 
exhaust valve will push the 
inlet out. 

A 1916 Matchless combination equipped with electric lighting 
set and interchangeable spare whSel. The engine is a 7h.p. 





The particular engine referred 
to is fed with gas by an ordinary 
two - lever Amac carburetter, 
which is absolutely and entirely 
automatic. The air lever is per- 
manently closed and is only 
moved to stop the engine. Occa- 
sionally, on very warm days, the 
engine can be persuaded to take 
a little air when travelling fast, 
but this is a very rare occurrence. 
This setting of the carburetter has 
been brought about by two fac- 
tors — the fitting of the smallest jet 
the engine would take, and the 
extraordinary accuracy of the 
workmanship of the engine gene- 
rally, which renders all joints per- 
fectly gas and airtight. Of course, 
nowadays many two-lever carburetters are, to all 
intents and purposes, automatic in action, but the air 
lever is kept open instead of closed as in the instance 
mentioned above. 

Mechanical Details. 

To return to the machine in general; the change- 
speed was excellent and the clutch sweet in action, but 
the method of the control of the latter would have been 
better appreciated had the actuation been by a simple 
pedal similar to that working the brake and placed on 
the opposite footrest to that on which the brake con- 
trol is situated. The other criticism is touching the 
handle-bars, which in the writer's opinion might be a 
trifle wider. Notwithstanding this fact the combina- 
tion steered remarkably well, and even in unaccus- 
tomed hands proved a real pleasure to drive in traffic 
on account of the controllability of the engine and the 
excellence of the brakes. 

The sidecar, the wheel of which is sprung, was luxu- 
riously comfortable, and altogether the machine is 
one calculated to satisfy the most critical expert. 

Our return journey was 
made with the gale in our 
favour. Despite the fact 
that good time was made 
on the open stretches of 
road the throttle was only 
opened on hills. In the 
meantime, however, the 
new Matchless flat twin 
claims first attention, and 
when the factoiy of Messrs. 
Collier and Sons at Plum- 
stead resumes its normal 
state the Matchless sidecar 
promises to become in- 
creasingly popular. 

/AXUARY nth 



By 'Kion' 



I HAVE never — short of a big racing car — tasted 
such fiendish acceleration as a well-tuned four- 
cylinder motor cycle affords ; it niust be sampled 
to be believed. The response to the throttle 
is simply terrific, and the machine positively leaps 
away. By comparison the flat twin is certainly 
sluggish, unless it is geared rather low, or unless full 
advantage is taken of the gear box in snatching a 
jump. I do not think the flat twin is inferior to the 
vertical single in this respect, though some people 
say it is. At any rate, there are two features of value 
in acceleration — the first is its rate, the second is its 
smoothness. The four-cylinder has both. It gathers 
speed at immense velocity in. a given distance, and it 
does so without rousing any sensation of effort. The 
flat twin accelerates less rapidly (at any rate, on 
equivalent gear ratios), but with almost equal smooth- 
ness. The vertical single accelerates less rapidly than 
a four-cylinder, and at about the same rate as the flat 
twin ; but it labours very perceptibly under the process 
by comparison with the four and the twin alike ; there 
is a sensation of hammering. In such comparisons it 
must be remembered that the 500 c.c. flat twin is a 
suckling compared to the four-cylinder or the vertical 
single; comparatively few designers have tackled this 
type of engine, and those who have can only claim a 
short acquaintance with its possibilities. I incline to 
believe that the flexibility, acceleration, and gear- 
accepting qualities of the larger flat twins will improve 
rapidly during the first Jew years after the war. 

The Perfect Two-stroke Pltig. 

nAM still looking for a satisfactory sparking plug for 
the more exacting baby two-stroke engines. There 
are some engines which are not fastidious, though 
I am not good enough technician to know whether the 
cooler engines tolerate ordinary plugs chiefly by reason 
of low compression ratios or a port design which 
ensures good scavenging. For example, my baby Levis 
engine (to name one make) will work on almost any 
sort of plug; but I have owned others -which rapidly 
overheat all ordinary plugs. The special Sphinx two- 
stroke plug is easily the best I have tried, but it mil 
'■ incandesce " on a two-speeded baby up a long hill. 
The addition of the Fletcher cooling radiators enables 
it to resist the hottest baby engine I know ; but you 
cannot use the Fletcher lower radiator {i.e., that which 
replaces the ordinary s.p. washer and cools the butt 
of the plug and the outer electrode) unless a tube 
spanner is applicable, as the dished copper radiators 
prevent any other spanner from getting a grip. So I 
am still without a plug suitable for the hotter type, 
and equipped with a plug mounted vertically and 
centrally on the cylinder head ; because there is no 
clearance to use a tube spanner and mount- the 
auxiliar)- coolers on the Sphinx plug. I met a man 
using a Lodge racing plug on such an engine, which is 

foolish. All baby two-strokes are naturally somewhat 
oily engines, and the Lodge racer, being designed to 
keep its points very cool, cannot burn oil off itself. 
The crux of designing a two-strske plug lies in the 
fact that the electrodes must keep cool, and yet must 
not accumulate carbon. 

Carrier Bags. 

[OT long ago I appealed to the trade for a carrier 
case constructed on matchbox lines, and with its 
contents accessible by opening a single lock at 
the end. Messrs. J. B. Brooks and Co., whose experi- 
ence is, of course, unrivalled, tell me that they used to 
make such a case, but that it did not sell. They further 
find that motor cyclists will not buy bags which depend 
purely upon a lock, but insist on having straps as well. 
Evidently I am not the only rider who {a) has left his 
key-ring at home, and gouged an expensive leather 
case open with a cold chisel, and {b) paid good money 
for a locked carrier case, and had the lock choke up 
with dust after a few touring trips. I was rather 
interested in the catalogue which accompanied the 
firm's letter. They make first-class little cases for any 
and every accessory ; and they further list ingenious 
full and half leggings, attached over the trousers by 
spring clips, which are just the thing for doubtful 
weather, when one does not need waders or oilies. 

" Some " Pluck. 
PARAGRAPH on an unusual subject for this 

paper. AVho is the bravest living Englishman ? 

Xo, no, no ; spare me these war yarns. 
They show courage of a type, I admit ; courage 
in comradeship, where thousands face a speedy 
death side by side; courage when the blood is up, 
and danger has shrunk to a commonplace. The 
courage I shall now retail is of a higher, sterner 
sort — courage in solitude, the manful facing of 
a lonely death in cold, deliberate blood. It is my 
often unhappy lot to test various contraptions for- 
warded to the office by inventors, some of them sane, 
others — ! Last week I opened a bulky parcel 
addressed to " Ixion," and carefully unfolded a most 
imposing looking waterproof, built of' most admirable 
cloth. It was ob\iously large, and as it unfolded, it 
seemed a trifle shapeless. The staff were called in 
to collaborate. At last the design was solved. It had 
a round hole, with rain-turning collar, through which 
one thrust one's head, poncho-wise; it covered not 
only one's person, but one's machine, and was attached 
thereto by numerous little straps and tapes and 
ribbons. It happened to be raining at the time, and 
the staff gleefully hauled me into the yard, perched me 
on my saddle, stuck my head through the hole, and 
strapped the abomination firmly down. I was as help- 
less as a trussed fowl. I could not think of anybody 
who would release me but my faithful wife, resident 
many miles away ; so I manfully operated my kick- 
starter and rode home. 


JANUARY nth, 1917. 

Despafch Carrying 

in fiiG Descrf of Sinai 

LT'I'TLE did the section tliink when fliey were 
carrying out their training in England that 
their destination on active service would be 
the deserts of Sinai. Like most D.R.'s in training, 
we had pictured to ourselves the mud fields of 
Flanders as . the scene of our operations. Our 
training, too, at Biggleswade and Houghton Regis 
certainly seemed to justify the belief that we were 
bound for France, for there we plunged recklessly 
through water splashes, pushed and coaxed our bicycles 
through ploughed fields, invented patent mud. scrapers 
to prevent our mudguards clogging, and experimented 
with various devices for the protection of the front 
plug during deluges of rain. All apparently wasted, 
however. A signal company was required to accom- 
pany a certain division to the Sinai Peninsula, and we 
were the lucky D.R.'s chosen to support that signal 

Our Destination. 
Our arrival at the scene of operations was extremely 
depressing. The previous night we had entrained at 
a place some 150 miles away. The entraining process 
started at 7 p.m. and finished at 2 a.m. the next 
day. It is by no means child's play to get a signal 
company on to an Eastern train. First of all the mules 
have to be reckoned with. They seem to have a firmly- 
rooted objection to being led anywhere, and in par- ' 
ticular they detest being packed ten deep in a cattle 
tiuck. So they kicked and reared and plunged, 
scattering confusion and disaster wherever they went. 
Having had previous experience of mules, we very 
wisely removed our " Dugs " to a far-distant corner 
of the yard and mounted guard over them. Eventually 
every mule was aboard, and kicking with might and 
main at the sides of the truck. Then cable carts, 
ration carts, tents, and baggage had to be manoeuvred 
into the train, and, finally, the men squeezed into the 
remaining corners. We had two large trucks reserved 
for us and our bicycles, and with their usual pride of 
race the D.R.'s rode up in perfect. order and were on 
board in fifteen minutes. Then followed a sleepless 
night's ride, which was relieved by some of the boys 
trying to ride their bicycles round the narrow compass 
of the truck. I believe some of them could and would 
ride along a telegraph wire if no other road were 

Eventually we stopped — a longer stop than any of 
the preceding ones — at a place apparently in mid- 

desert. Astonishrrient could be read on every' face. 
Was this the place we were destined for, this inhospit- 
able waste of sand and scrub? Did mey expect us to 
ride motor cycles over ground previously traversed 
only by camels. Many were the groans and curses 
uttered until someone suggested an alternative to 
motor cycles — mules. The one word was enough. 
Unanimously we decided that if it were humanly 
possible we would ride motor cycles over that desert. 

The next morning we started work. Our signal 
office was a combination of dug-out and sand bag 
shelter, and we lined our Douglases up some 200 yards 
away in a neighbouring hollow, and screened them as 
far as possible from the prying eyes of aviators. Pre- 
vious to going on duty we had scouted round and 
found a fairly hard camel track that seemed to link 
up, more or less, the various units of the division, but 
to reach this " road " we had to cross a belt of par- 
ticularly loose sand, which was punctured here and 
there by pot-holes filled to the level of the surround- 
ing ground with drifted sand. We had not long to 
wait for the first despatch. We gathered round to 
see what sort of a show No. i on the roster would 
put up. With a roar of the open exhaust the little 
Douglas went off, but soon the back wheel was describ- 
ing snake-like movements in the treacherous sand. 
But the rider was our best man and not easily 
unsaddled. Now swinging from side to side in the 
loose sand, now thrown a foot or so in the air as his 
front wheel struck a hidden piece pf rock, he made 
his way out to the track, and was soon bounding 
from bump to bump in top gear. That morning nearly 
everyone of us bit the sand in turn. It was a common 
sight to look out across the desert and see one of our 
D.R.'s lying in the sand and grabbing at the exhaust 
lever to stop the roar of the engine, which was probably 
racing on- full throttle. But experience brings pro- 
ficiency, and within a week we were all expert sand 

Riding Over Sleepers. 

So far all was going well with us. We were evidently 
certain of being able to deliver all messages within the 
divisional area. The crucial test came when we had 
to take " urgents " to the Army Corps. Now there is 
no pretence at a road between the Division and the 
Army Corps at present. The only means of communica- 
tion is the single railway line. Could we use this as 
our " road "? was the' question everyone asked. At 

JANUARY nth, igij. 

A Doaglas in the Desert. — 

first glance it seemed weW nigh impossible. The rail 
led straight through the desert, and there was no path 
or track on either side. Further, the sleepers pro- 
truded from two to six inches from the bed of flints 
on which the rails were laid. Nevertheless we were 
determined to attempt it. The first man who attempted 
it got through by a superhuman effort, and returned 
with every muscle in his body quivering from the awful 
pounding he had received. He described the journey 
as a choice between bumping from sleeper to sleeper 
on the track and sticking fast in the loose drift sand 
by the side of the track. No wonder that after riding 
there and back, a distance of twenty-eight miles, he 
was completely exhausted. Still, detemiined not to 
be beaten, we surveyed the track and mapped it out. 
You could ride for a certain distance between the rails, 
then take to desert and strike well out, when you would 
find a fairly hard stretch of sand ; return again to the 
rails farther up for about three miles, and then strike 
out again on the opposite side of the track. When 
within about four miles from the corps headquarters 
one came across a camel track and followed that till 
it developed into a hard road leading straight into the 
camp. The initial attempts were naturally hard on 
the machine as well as on the rider. The frames of 
t^YO machines were broken close to the head, footrests 
were swept away by rocks and railway lines, tanks 
sprung mysterious leaks, and tyre~ burst wholesale, but, 
on the whole, the bicycles stood up to their most 
arduous test splendidly. Probably all the journeys 
could have been done quicker and with more comfor-t 
to ourselves with a higher powered bicycle fitted with 
kick starter and clutch, but as these were then unob- 


tainable we had to make the best of our little 

Frequent Overhauls. 

There is one very curious effect that active service 
has on a p.R. In England he cordially dislikes clean- 
ing his bicycle, and only does very necessary repairs 
and overhauls. But on active service, when he knows 
that his own life and often that of hundreds of others 
depends on his efficiency, you will find him constantly 
overhauling, repairing, and cleaning. It is no exaggera- 
tioirto say that the D.R.'s motor cycle receives equally 
as much care and attention on active service as do the 
horses and mules ; and anyone who has been on active 
service will know that this is saying a great deal. 

With regard to the life, I can only say that no one , 
in our section regrets being sent here now. The food 
is extremely good, and we D.R.'s do ourselves very 
well after one of our number has been up to the Army 
Corps. He always returns with his pannier loaded 
with vegetables, tinned fruit, chocolate, and cigarettes. 
Generally these arrive in good condition, for ex- 
perience has taught us how to pack the things up 

In conclusion, I must not forget to pay a tribute to 
Tim Motor Cycle. Of all papers it is the most eagerly 
sought after, and I can honestly say it is read from 
cover to cover. We are especially interested in the 
Military Section and in the various articles which from 
time to time appear on recent developments in motor 
, cycling. No one is more eager than the. D.R.'s to 
return to dear olcf Blighty, but not 
"Till the hurly-burly 's done. 
Till the battle's lost and won." 

H. W. Gilbert (Cpl.) 
»e»~^ ■ 

The Use of a Shifting Spanner. 

GOOD "kit is very often spoilt by thoughtless or 
careless handling, and the brand of the 
beginner is generally to be found on the keys 
and spanners contained in his tool roll. The actual 
destruction of kit is not in itself a very serious matter, 
as tools easily can be replaced, but it may be taken 
as certain that if the tools indicate bad usage, the 
nuts, etc., throughout the machine will be found in 
the same worn and mishandled condition. A good 
shifting spanner, if properly used, should last for 
years, but a few weeks in the hands of a tyro will 
reduce it to a nerve-shattered and weak-jointed wreck. 

One of the most frequent misuses of large size 
shifting spanners is in the application of the hammer. 
A shifting spanner should never be hammered except 
in cases of dire necessity, and then great care should 
be taken that the jaws are tightly gripping the nut, 
otherwise the stem of the spanner will become 
" sprung," so that it will refuse to work easily, while 
in all probability the nut will be ruined. 

If a hammer must be used, the blows should be 
delivered to the handle of the spanner on the side 
opposite -to the jaws — that is, with the bottom jaw 
of the spanner pointing in the direction the nut 
is intended to turn. If the spanner is placed wrong 
way on and hammered, a few blows will probably 
suffice to ruin it, and at no time should pressure be 
applied to a shifting spanner in the wrong direction. 

Shifting spanners are not intended for the purpose 
of removing or tightening valve caps, which must 
always be hammered. A special key is provided with 
every machine for this purpose, and not only does the 
use of a spanner spoil the cap, which is made of soft 
metal, but the spanner itself suffers. 


Riders of a B.S.A. and Premier crossing the Kurihashi ferry 
on the river Tamagawa. The photograph was sent to us by 
E. V Stevens, of Sagasni, Japan. 



JANUARY nth, xgij. 


Device for utilising both fuels 
separately or mixed. 

\Y7E have recently received particulars 
W of a conversion, which j\Ir. Willis 
o£ Wolverhampton has made to 
his Triumph carburetter, the idea of 
which forms the subject of a provisional 

In order to obtain the best running 
from petrol-paraffin mixtures, Mr. Willis 
devised the idea of fitting another float 
chamber to his Triumph carburetter, so 

An ingenious manner of utilising parafKn 
as a fuel. 

that either fuel might be used without 
the difficulty of having to drain the con- 
tents of the float chamber in order to 
start or run on pure petrol. 

The second float chamber is so attached 
that a tap situated between the two float 
chambers controls the distribution of the 
fuels, either of which can be admitted to 
the jet at will, or, if so desired, only a 
portion of each fuel can be admitted. 

When starting from cold the tap is 
turned so that only the chamber contain- 
ing pure petrol from the small auxiliary 
tank is connected to the jet, but when 
the engine has warmed up, the petrol is 
gradually turned off, and little by little, 
the heavy fuel is turned on to the jet. 
If more power is required than can be 
obtained from the heavy fuel, then the 
tap is adjusted so that a proportion of 

A petrolrparaffin carburetter fitted to 
F. H. Willis's Triumph. A separate float 
chamber is used for the two fuels. 

pure petrol also enters the jet and mixes 
with the heavy fuel, so forming a more 
volatile mixture. 

The heavy fuel feed pipe is arranged to 
pass round the exhaust pipe before enter- 
ing the float chamber, while in order still 
further to facilitate the vaporisation of 
the heavy fuel, a pipe is taken from the 
exhaust and passes thi'ough the spray 
chamber of the carburetter just above 
the jet. 


A TWISTING handle grip of extreme 
simplicity has been patented by Mr. 
S. Sadler, of 26, Claremont Rd., 
Sparkbrook, Birmingham. The revolving 
handle carries a boss to which is an- 
chored a Bowden cable, a stop for the 




FOLLOWING upon our description in 
The. Motor Oycle of December 14th 
of a motor cycle spring frame having 
the rear springs enclosed, a motor cyclist, 
Mr. Ernest Moor, of Gravesend, who 
has been a reader of this journal since 
his school days, sends us a design for 
enclosed and self-lubricating leaf springs. 
This design has much to recommend it, 
and is very neat in outward appearance. 
Two forms of springing are illustrated, 
but we suggest that the lower design 
would be improved by carrying the sup- 



outer casing being fixed to the handle- 
bar. The wire then leaves the handle- 
bar at right angles, but can be carried 
in any direction required. The rotating 
part is provided with a flange which, 
running in a groove, prevents the grip 
from sliding off the handle-bar. 

A " jack " stand for motor cycles, which 
enables the machine to be raised on the 
stand with the minimum of effort. 
Foot pressure is then applied on the 
stand proper, which acts as a lever and 
lifts the rear wheel from the ground. 
A slight backward pull on the machine 
then swings the stand in the ordinary 
position. This is accomplished while 
the rider is standing alongside his 
machine holding it erect. 


A NEAT and compact form of "jack" 
stand for a motor cycle is shown 
in the illustration herewith. It 
will be seen that the main part of the 
stand is of the conventional type, with 
secondary members that drop down when 
the machine is to be raised on its stand. 

Showing various dejigns of encased 
rear sprmgs. 

ports from the spring to the axle in a 
loop over the wheel, and so increase the 
lateral rigidity. The lubrication is 
carried out by means of a plunger pump 
operated automatically by the rise and 
fall of the machine when running. In 
the upper design the leaf springs are 
supplemented by an enclosed coil spring 
below the saddle. The carrier is un- 
sprung in the upper design, and partially 
sprung in the lower. 


WE illustrate herewith a rotary 
vaporiser, the invention of one of 
our readers — Mr. A. E. Sampson, 
of Penketh. The device is automatically 
actuated by the movement of the incom- 
ing gases. This sets the rotor working 

A vaporiser intended for existing machines 
patented by A. E. Sampson, 
at high speed, and very thoroughly 
combines the air and petrol passing 
through the induction pipe. No heating 
of the pipe is said to be necessary, even 
Avhen heavy fuels are used. 


JANUARY 11th, igij. 






EXHAUSTIVE consideration of the subject of 
long V. short stroke engines cannot well be 
entered into in this journal, the subject being a 
complex and intricate one with many side issues, which 
I shall, as far as possible, avoid where the root of the 
argument is not affected. Before deahng with the 
several arguments of " A.A.S." under " Bearing Pres- 
sures," issue of October 19th, permit me to call 
attention to features in the 

same percentage of the total mass in either case, there 
being nothing to prevent both engines being balanced 
to the same degree of accuracy. 

Failing this, his conclusions are of no effect. 

Bearing Sizes. 

"A.A.S." states: "The bearings can be larger for 
a medium stroke big bore engine than for a long 

stroke small bore engine, 

article w^hich give one the oBHBEEiHEEEEQBHEDBHQBHHBQDaEiBEEHHEHEiHQE Other conditions as speci 


B The subject of bore-stroke ratio is a controversial 

^ one. Ever since the earliest days of motoring the 

subject of long v. short strokes has occupied the close 

H attention of engine designers. An article on "Bearing 

^ Pressures," which appeared in "The Motor Cycle" for 

g October 19th last, was, perhaps naturally, interpreted 

B as being unjust to the long stroke engine by 

^ Mr. James L. Norton, A.M.I.A.E., th2m whom no 

compares the reciprocating q greater exponent of the long stroke engine exists. His 

weights of two engines of E contribution to the subject is appended. — Ed. 

impression it was a biased 
and unfair attack upon the 
long stroke engine, rather 
than a true endeavour to 
determine the respective 
merits of either type. In 
the first place, "A.A.S." 



dissimilar size, the long 
stroke capacity being 

roughly S%% greater than the medium stroke; the 
fact that piston weight increases more rapidly than 
in direct proportion to an increase in size, and its 
effect upon inertia stresses are ignored, and this 
renders his figures in this connection of little true 

. Comparative pressures may only be fairly con- 
sidered in conjunction with equal power development. 

Further, where "A.A.S."' imagines he has an 
effective counter — referring to crank pins — he admits 
" the pressure is momentarily greater for a medium 
stroke engine," but later, in order to score a point, he 
says, '' allowing equal gudgeon pin pressures, ' so 
altering his conditions in order to arrive at desired 
conclusions. (In your issue of December ;7th his 
arguments are again similarly misleading, the figures 
showing a greater total piston pressure for the short 
stroke, where he can apparently afford to admit the 
fact, but, later — re gudgeon pin — he says, " As we 
may assume the pressures are equal in either 
case, etc.") Charity compels one to try and 
believe such misleading statements are in- 

Yet once more must I draw attention to an 
assumption at once misleading and unfair, and 
then turn to the more congenial matter of deal- 
ing with the arguments proper, or, I greatly 
fear, my readers will accuse me of becoming 
vituperative, w-hich I wish most earnestly to 
avoid becoming. 

Both the reciprocating and revolving masses 
of the medium stroke engine which require 
balancing are greater than those of the other 
type, and yet "A.A.S." assumes both to be the 
same amount, i.e., 4 ozs., out of balance, 
instead of basing his figures upon the fair 
assumption that the unbalanced mass is the 

JUliUL^ L^L 

The usual pro- 
vision for crank 
pin in flywheel 
rim of a long 
stroke engine, 
which makes a 
smaller bobweight 

fied being equal. 

In this connection 
special attention is given to 
the crank pin with a draw- 
ing intended to prove that, 
owing to the proximity of 
the flywheel rim, a large 
bearing cannot be used. 
This, as pointed out b\ 
other writers, is a fallacy. 
If desired, a recess may be 
put in the lim as fig. i to permit of an exaggerated 
crank pin, not only without detriment, but with slight 
advantage to balancing. This, in fact, is the • usual 

There is, therefore, nothing to prevent the crank 
pin bearing of the long stroke being as large as 
desirable, but, whatever size be used, a still larger 
bearing is compulsory in the shorter stroke to obtain 
the same resistance to wear, as will be seen later. 
Incidentally, the usual type of crank pin bearing and 
the main shaft of a truly s/wri stroke motor cycle 
engine aie in such close proximity that comparatively 
small dimensions are compulsory. It is obvious that 
the big bore will admit a longer small end bearing 
than the long stroke engine, but this advantage is 
quite eclipsed by the greater pressure per square inch 
it has to support. Given that one-half the total 
length of either gudgeon pin is supported bv the 
piston bosses, and that the total length is roughly 
equal to the bore (neglecting clearance), we 
have in the short stroke a bearing i j^in. long 
against iS.gin. in the long stroke, both of 
5-8in. diameter. 

Now let us see what approximate explosion 
pressure per square inch of projected area each 
bearing is subjected to, allowing a maximum 
load of 250 lb. per square inch of piston head 
in both cases, this pressure being fairly well 
within the mark. 

Long stroke, bore 82 mm. tt r'^ x 2^0 = 
2,0.1)6.4 lb. on piston head = 2,014.9 ^^■ 
per square inch of projected area o) 
gudgeon- pin bearing. 

Short stroke, bore 88 mm. -r-x25o = 
2,356.9 lb. on piston head = 2,i54.8 lb. 
per square inch of projected area ol 
gudgeon pin bearing. 




JANUARY nth, 1917. 

The Case for the Long Stroke.— 

For brevity's sake I have omitted showing the entire 
calculation. It will be seen that the short stroke 
bearing has an additional load of approximately 140 lb. 
per square inch ; it is therefore in effect much smaller, 
and will require rebushing more frequently than the 
long stroke engine, with its smaller total load and 
pressure per unit of bearing area. 100 iba 

" A.A.S." states: "Although the pressure is 
momentarily greater for a medium stroke 
engine, its greater bearing area helps to 
equalise matters." 

It is shown that the assumed greater crank 
pin possibility of the big bore engine does not 
exist, and as the greater pressure on its bear- 
ing is admitted — this must be approximately 
20% greater in order to yield the same power 
per revolution — the disadvantage in this con- 
nection is all with the shorter stroke. 

" But the long stroke suffers wear for a 
greater distance of its bearing travel," 
"A.A.S." continues. If the smaller pressures 
of the long stroke are distributed over a greater 
distance, then surely the long stroke has a 
double advantage. 

"A.A.S." further states: "On the main 
shaft bearings the wear will be equal so far as 
explosion pressures are concerned, as the total power 
transmitted will be equal." This assertion is entirely 
wrong. We will, for the moment, assume an impos- 
sibility, i.e., that the total power transmitted by one 
stroke of the long stroke engine can be equalled by 
one of the shorter stroke, both having the same gear. 
With a force or pressure of, say, for example's sake, 
100 lb. on the crank pin of the long stroke engine, 
and assuming, for simplicity's sake, there is no loss 
in transmission, so that the amount of work equals 
the power or pressure, and the effective 
pulley diameter is equal to the stroke length 
(ignoring the angle of belt pull which will not 
affect the issue), we have the following. 
See fig. 2. Here we see that the load 
sustained by the long stroke bearing is the 
total of pressure 100 lb. -I- 100 lb. load = 
200 lb. 

Now turn to fig. 3, in which the shorter 
stroke engine, with its 20% shorter crank or 
lever, is shown doing the same work, it will 
be seen a 20% increase of pressure or 
power is necessary in order to balance the 
levers (see "A.A.S.," The Motor Cycle, 
November i6th.) Pressure 120 lb. + 100 lb. = 
220 lb. load on main bearing, or 10% 
greater than that on the long stroke bearing. 
// this were not so the short stroke engine 
would do only So% of the ivork of the long 

It is stated the " peculiarity of the long 
stroke engine of hanging on under load, at 
low speeds especially, is not a help to long life for 
the bearings by any means." 

This perhaps inadvertent admission that the long 
stroke engine has the peculiarity, i.e., advantage, of 
maintaining a greater power output, and the statement 
that such does not help the bearings, almost tempt 
one to reply in sarcastic vein, apparentlv the short 

load on long stroke 
main bearing fi 
100 lb. pull. 

\za \hs 

Fig. 3. — The short 
stroke requires a 
greater piston 
pressure to do the 
same work as a long 
stroke, with conse- 
quently greater 
bearing pressure. 

Stroke owes its alleged longer bearing life to its com- 
parative inefficiency and lack of powder. 

Cylinder Lubrication Difficulty. 

On this question it need only be said that for the 
long stroke such difficulty does not exist, that a 
greater proportion of the . area of cylinder wall is per- 
manently shielded from the oil spray by the 
piston of the short stroke engine, and that 
not only does the smaller piston of thelong 
stroke leave a greater length of cylinder 
exposed to the oil, but the lower portion of 
the piston itself may be, and usually is, sub- 
jected to a direct oil spray from the flywheels, 
this, too, on the side taking the load. This 
oil is carried up the cylinder walls to a point 
higher than the lowest position of the piston 
rings, which descend into a flood of fresh oil, 
and are thus directly and copiously lubricated 
every stroke. This very distinct and valuable 
advantage is denied the short stroke engine, 
as instance results at Brooklands. ^ 


Lubrication of Big £nd. 

This bearing, when depending upon splash, , 
is, perhaps, more precariously situated than 
any other one in the engine. The short stroke bearing, 
revolving as it does in that portion of the crank case . 
most void of oil, is again at a disadvantage, whereas the ; 
path of the long stroke big end is where the oil spray 
is almost at its maximum density, and where the fric- 
tion of the crank case walls, tending to retard its 
speed, possibly causes a slight pressure of oil — due to 
inertia — upon the bearing. 

Cylinder Wear and Piston Ring Pressures. 

Here we have possibly the greatest frictional loss in 
an engine. "A.A.S." omitted referring to 
this important feature in his article, and dis- 
misses it with slight consideration in his letter 
of December 7 th, but one has only to examine 
a cylinder after use to realise that the effects of 
piston pressure may almost be ignored when 
compared with the serious loss due to ring 
friction. The ridge in a cylinder, indicating 
the sudden increase of bore diameter due to 
wear, is not at the end of the path swept by 
-the piston, but that swept by the piston 
rings. Unfortunately, piston ring pressure 
causes a dead loss; there is no return for it, 
as there is for piston pressure due to the 
increased angularity of the long stroke con- 
necting rod, for, whatever this pressure may 
be, it is transmitted directly into turning effort 
on the crank pin. The wearing effects of this 
pressure need scarcely be considered, except 
upon two of the four strokes of the cycle, and 
very little upon one of these, i.e., the com- 
pression stroke, whereas the piston ring loss 

is at a maximum over each of the four strokes. 
Static friction, or the friction of rest — far more 

serious per unit of pressure than that of motion — 

.comes into effect at the end of each of the four 


(Fit a piston with its rings into a cylinder and 

endeavour to reciprocate it; the serious effort to start 

January iith, 1917. 



In answering this advertisement it is desirable to mention ' The Motor Cycle." 



January iith, 1917. 


They are British-made 

IT is against the National interest to purchase 
imported Tyres in War time. All the money 
is needed in the Country. 

Wood-Milne Tyres are not to be beaten for Price or Quality. 
The Winter is coming on, and you want a really reliable Non- 
skid. We have it. - 

Wood-Milnes give better service, and cost less per mile, and are 
made in sizes suitable for every type of machine. 

Let us send you our illustrated Booklet. It tells you all about them. 



Wire : "Comfort, Preston." Telephone : Preston 413. 

LONDON Manchester Avenue, E.C. 

Wire : " Byturning, London." Telephone : City 4797. 

Bristol, Birmingham, Belfast, Leeds, Manchester, Glasgow, etc* 



JAA'UARY nth, igij. 


The Case for the Long Stroke.— 

it moving, compared with the effort of sliding it after 
starting, will be noted.) But, it will be said, both 
engines suffer from the same disadvantage. Quite so, 
but not nearly to the same extent ; the difference being 
a serious debit to the short stroke, particularly if it 
be remembered that the short stroke rings are not so 
effectively lubricated as those of the long stroke. 

The pressure of rings may be found by formula, 
the pressure per inch being determined by the thick- 
ness and diameter of ring and the width of gap. It 
is natural to assume that the larger ring will be propor- 
tionately broader, thicker, and with a wider gap, but, 
in order to avoid -unnecessary figures, we will suppose 
,. the short stroke ring to have the same -pressure per 
square inch as its smaller rival, and will put this at 
the somewhat low figure of 5 lb. ("A.A.S." suggests 
10 lb. to 15 lb.) 

Long stroke ring 82 mm. x^%in. = aTea. 1.58525 

square inch x 5 lb. = 7. 92625 lb. total pressure on 

cylinder walls. 

Short stroke ring 88 mm. x ^in. =area 2.04182 

square inch x 5 lb. = 10.20910 total pressure on 

cylinder walls. 
^ Here in the most active power-consuming feature 
of the engine, which gets in its fell work every stroke 
regardless of throttle position or work required, be 
it little or much, running light or under load, the 
short stroke suffers an irredeemably increased loss of 
approximately 30%. 

That portion of the article under the sub-heading 
"Centrifugal Pressures" appears -to be a confusion of 
issues and misstatements, based upon erroneous 
assumptions- and unfair comparisons (see introductory 
notes), and I shall not, therefore, attempt to deal 
with it in detail. ' As, however, it all centres around 
inertia stresses, I will as briefly as possible state the 
position of the two engines in this respect, commencing 
with a statement of the fact — which, I think, is never 
denied — that at higher than average revolutions, and 
under such conditions only, the long stroke connecting 
rod bearings may be subjected to .higher mean inertia 
stresses than the short stroke at the same high revolu- 
tions, but — and here is the crux of the matter — it is 
never necessary to run the long stroke at so high a 


One advantage seldom mentioned in ^discussions on sidecar versus 
light car. A 7-9 h.p. Indian Powerplus with double-seated sidecar 
owned by Mr. B. J. Haste, of Bramford, Ipswich. 


A Belgian rider in one of the densely wooded avenues approach- 
ing the city of Antwerp. Prior to the war, motor cyclists in 
Belgium were obliged to carry number pjatts of ungainly size 
on their machines; 

speed as the short stroke to develop equal power, or, 
in the case of a motor cycle, the same road speed. 
This fact, ^I think, is generally ackno\vledged, but 
it is not generally realised exactly what this means. 

Every mechanical loss, i.e., friction caused by 
explosion pressures and piston rings, unbalanced 
forces and inertia pumping efforts, valve operation, 
etc., is, with its attendant wear, multiplied in the 
short stroke engine owing to this necessity for higher 
revolutions. And here the importance of the V2 
factor and its effects with increase of speed upon the 
heavier reciprocating parts of the short stroke must- 
not be overlooked. There are advantages in the use 
of a short stroke, but these in no way apply to the 
bearings, and consist in the possibihties of a lesser 
total weight, and, to the manufacturer, the fact that 
an extremely high standard of accuracy is not quite so 
essential as with long stroke engines. 

I think we mav safely deduce the following from 
our considerations : 

The short stroke engine bearings are subjected to ■ 
greater explosion pressure per unit of area', and, 
therefore, greater wear than the long stroke at equal 

At equal power output these pressures are still 
further increased in the short stroke engine, which 
may, in consequence, be expected to have, compara- 
tively, a shorter life. 

The short stroke engine bearings are subjected to 
greater inertia stresses than the long stroke at 
moderate speeds, but these stresses increase more 
rapidly in the long stroke with an increase of speed, 
and there is, therefore, a point at which they become 
greater than in the short stroke. There is some doubt 
if this critical point is often, if ever, reached, excepting 
in track machines, particularly when one remembers 
the increased revolution speed of the short stroke 
necessary to equal the greater power of the long stroke. 

In conclusion, may I quote Mr. F. W. -Lanchester 
in one of his papers before the I.A.E. ? It will be 
remembered the Lanchester car was one of the last 
to abandon the use of the short stroke. " Under all 
circumstances the short stroke is at some slight dis- 
advantage on the score of mechanical eifcieney." 


JANUARY izi/i, 1917. 



Ghf.exwioh Time. 

Jan. 11 ... ... 4.42 p.m. 

„ 13 4.44 „ 

„ 15 4.47 „ 

„ 17 ... ^ ... 4.50 „ 

A Government Appointment. 

INIr. Percj' Martin, the managing direc- 
tor of the B.S.A. and Daimler Co.'s, 
has received an important Government 
appointment, and will, we understand, 
represent the IMinistry of Munitions on 
the Air Board. 

Petrol for our Fighting Men. 

Officers home on short leave will be 
glad to hear that they can obtain from 
the Petrol Control Committee, 19, 
Berkeley Street, London, W., licences for 
one or two months' supply of peti'ol, 
subject, of course, to the usual restric- 
tions, i.e., a motor cyclist can obtain 
either two or four gallons per month. 

The Man Power Board. 

We are pleased to learn that Mr. Eric 
N. Carnage, a director of Messrs. A. W. 
Gamage, Ltd., and eldest son of Mr. 
A. W. Gamage, has been appointed by 
Mr. Neville Chamberlain to take charge 
of the Suggestions Department of the 
above Board. 

Another Name for the Tanks. 

Is it true that among the Scots regi- 
ments the " Tanks " are known as 
" Uncanny Lorries " ? London Opinion 
says that a reader from beyond the 
border has suggested the nickname at 
any rate. 

Flat Twins of Moderate Capacity. 

We have received from Mr. Granville 
E. Bradshaw some lengthy and conclusive 
comments upon the subject of fiat twins, 
and the contention of a writer in a con- 
temporary that " While the 350 c.c. op- 
posed engine is singularly successful, 
engines of a larger capacity had 'yet to 
prove their success. The development, 
and consequently the efficiency, were 
limited because obvious faults were in- 
separable from the design. . ." As, 
however, we have already devoted a con- 
siderable amount of space to this topic 
we do not propose to continue the dis- 
cussion at present, particularly as there 
can be no two opinions amongst engineers 
as to whether it is possible to make a 
really efficient flat twin of over 350 c.c. 
capacity, and that, neglecting side issues, - 
is really the disputed point. This has 
been conclusively proved by " Ixion," Mr. 
Bradshaw, and other contributors to our 

A Petrol Query Settled. 

The Petrol Control Committee tells us 
definitely that one may go on using 
personal petrol licences until all the 
petrol sanctioned by it has been pur- 
chased — this quite apart from whether 
or not one has taken all the spirit before 
the end of April (for a car licence) or 
March (for a motor cycle licence). 

Prisoners to Mend Roads. 

The Essex County Council has asked 
the W^ar Office to arrange for the employ- 
ment of German prisoners of war in 
repairing Essex main roads. All of the 
members of the surveyor's staff who are 
of military age have been released for 
road making behind the British lines in 
France, and ten steam rollers have been 
lent for the same purpose. For over two 
years such a course has been urged in 
various quarters. 

Enriching the English Language. 

Tlie use of the term "flat twin" in 
pr<>ference to horizontally-opposed engine 
is merely a case of economy in words. 
Americans cannot agree whether to accept 
the term. Some time ago, Mr. E. B. 
Holton, a leading motor cyclist over the 
water, seized upon the term with 
enthusiasm, and said : " As it is good, 
I hope we adopt it into our own lingo. 
It is the English appellation for a 
doubly opposed motor. The beauty of 
it is that it fully describes the type, and 
at the same time is short." 

A departmental manager of the Hendee 
Co. at first thought it was not bad, but 
that it would hardly do in the States, 
as it' would quickly become confused with 
an American slang phrase. Be that as 
it may, journals throughout the world 


The case for the long stroke, 
a douglas in the desert. 

A RUN ON A 1916 
7.9 h.p. MATCHLESS. 

(including American journals) are fol- 
lowing the lead of The Motor Cycle, 
and even if our American friends do not 
put their hall mark upon it, they will 
find that ere long it will become the ■ ■. 
accepted term among motor cyclists. 

Six Miles an Hour Speed Limit. 

The Town Council of High Wycombe 
has carried a resolution stating that the 
speed limit of motor traffic should be 
reduced to six miles an hour after dark, 
aiid that an application be made to the 
Local Government Board for an Order 
fixing the speed limit as suggested. 
Alderman Ellis said that Wycombe traffic 
was . a thousand times more dangerous 
than London, Councillor Elsom concur- 
ring. If that is the case, and we would 
not for a moment doubt the truth of the 
alarming statement, then six miles an 
hour certainly should be the maximum. 

Motor Trades Debating Society. 

A subject of extreme importance to 
those interested in the great labour 
problem will be discussed by the above 
society at the E.A.C. on the 17th inst., 
the resolution being "that restricted 
output is justified." Mr C. Latham will 
support the resolution, opposed by the 
vice-president, Mr. Powell. Arrangement 
can be made to attend the debate by 
communication with the hon. secretary, 
Mr. C. D. Clayton, 52, Shaftesbury 
Avenue, Piccadilly, W. 

The hmousine sidecar nas made its appearance in America. 
It rejoices in the name of " rear car." The occupant is 
Miss Alice Neumann, a child actress. The vehicle is luxuriously 
upliolstered in silk tapestry, and fitted with electric light. 

/AA-UARY ink, 1917. 


A clever drawing of a pre-historic 
"despatch" rider (coloured in the original) 
was sent to us with seasonable greetings by 
the despatch riders of the XIII. &)rps in 

The National War' Funds. 

At the week-end the principal war 
funds stood as foUo'w : 
The Prince of Wales's Fund (dis 

tributed £3,529.719) 
British Red Cross F\md 
Tobac-eo Fund 


A Motor Cyclist's Enthusiasm. 

Driver G. N. Bnll writes from Egypt 
specially to refer us to the article which 
recently appeared in Tlia Molor CiicU 
entitled from "Birmingham to the Isle 
of Wight," in which the author referred 
to the town of Brighstone as being pro- 
nounced Brigstone. Driver Bull tells us 
this is the old-fashioned way ; it is now 
pronounced as it is spelt. 

Light Cars Jor All Weathers. 

Those interested in light and economi- 
cal winter cars should buy a copy of 
next Wednesday's issue of The LIr/ht 
Car, which will be mainly devoted to 
the subject. Coupes of the limousine 
and cabriolet types will be dealt with in 
detaQ. The Lifjht Car is an enterprising 
journal in a buff cover, issued from the 
offices of Tlie Motor Cycle every Wednes- 
day, one penny. 

Expiration of Petrol Licences. 

There has been a misunderstanding in 
the minds of some people respecting the 
validity of petrol licences after the end 
of, April next. The Petrol Committee in 
a recent communication says that balance 
of petrol allotted but not purchased may 
be obtained any tinie after April. It is 
understood, of course, that not more than 
the maximum amount allotted to motor 
cyclists will be able to be purchased in 
any subsequent month. 

Mr. Edge's New Appointment. 

Mr. S. F. Edge, the well-known 
motorist, and a pioneer motor cyclist, 
who, since Ms retirement from business, 
has devoted his time to the study of 
agriculture, has been appointed Agricul- 
tural ^Machinery Controller. In the 
early days of the movement he was a 
generous patron of motor cycling, and 
even now takes a kindly interest in the 
pastime. He is a great believer in the 

An Illuminating Clause. 

No lights are to be shown on stationary 
vehicles visible from the sea, yet no 
machines may be left stationary without 
lights in any place to which the public 
have access. The " dark " lamp would 
appear to offer the only solution. 

From the "Birmingham Post." 

" Wanted, motor bicycle, first-class 
only, 1916 B.S.A. or Triumph, only 

perfect one; £20 to £30.— Call ." 

We refrain from giving full name and 
address, but if any reader is anxious to 
dispose of his 1916 Triumph or B.S.A. 
for that amount we will forward . his 

The Ubiquitous Sidecar. 

We notice the Imperial Tobacco Co., 
in & series of picture cards issued with 
cigarettes, speak of and illustrate the 
sidecar. " These handy motor cycles," 
the description goes, "with their side- 
cars, were quickly adopted by the 
military authorities as a very satisfactory 
means of rapid transit. All the allied 
armies are using these reliable and very 
efficient little machines, and large num- 
bers of them are in constant use at the 

Flexible Rating. 

We have before us a private owner's 
advertisement from The Motor Cycle 
stating that he has a 17 h.p. Indian for 
sale. We do not aim at solving the 
question, but. judging from the latest 
j'ating of the big American twins 
(Harley-Davidson 16 h.p,, Reading 
Standard 12 h,p.), he has probably heard 
the very latest news of the Indians new 
h.p., though we must acknowledge it has 
not yet reached us. 

Army Motor Cycles. 

The subject of recurring troubles with 
motor cycles in the Services is discussed, 
not for the first time, in our leading 
article this week. 

The Human Body and the Motor Bicycle, 

The other evening Professor Arthui 
Keith, M.D., F.R.C.S., opened a course 
of juvenile lectures at the Royal Institu- 
tion. The first was entitled " The Human 
ilachine, which All must Work." In 
the course of the lecture Professor Keith 
lilvcned the 300 muscles of the human 
body to an engine, and said "that in 
some respects they are like the internal 
combustion engine of a motor bicycle ; 
in other respects they are very unlike it." 
And with the aid of diagrams of both the 
motor bicycle and the human body he 
explained the resemblances and differ- 
ences. " Muscles are slow Combustion 
engines fitted with so perfect a radiatory 
system that they never become over- 
heated." "Water," the lecturer went 
on to say, " has constantly to be applied 
to motor bicycle engines to keep them 
cool." Evidently the learned - prof essor 
is more closely acquainted with muscles 
than motor bicycles. " Muscles are also 
furnished with sparking plugs — an igni- 
tion system — which rarely get out of 
order." The first motor bicycle engine 
had to do four strokes to get one effect. 
A pump was invented which did away 
with two of these strokes. "But millions 
and millions of years ago," Professor 
Keith said, " Nature saw the value of 
the pump for the human machine, and 
so she provided the heart." We are 
afraid that a motor cyclist would find 
this line of argument a little hard to 


The ingenuity of our fighting men at the various fronts is to be admired. The light 
railway trolley shown above in Western Egypt \i propelled by a 4 h.p. Triumph motor cycle 
jury-ngged for the purpose. The turn of speed the trolley can attain is quile surprising, 
{Passed by the Press Censor.) 


JANUARY nth, ^gij. 


A New Oil Pump combining Simplicity and Efficiency witli a Minimum of Moving Parts. 

IN tlie leader of our issue of December 21st last 
we again called attention to the extremely im- 
portant subject of mechanical lubrication con- 
trolled in conjunction with the throttle, and we 
remarked that, " Though progress, so far as the 
ordinary riding public is concerned, may be compara- 
tively slow, the fact remains that behind the scenes 
there is a good deal of experimental work quietly 
in progress." We had in mind several notable de- 
partures by well-known manufacturers, but we were 

The Lamplugh throttle-controlled lubricator with cover removed, 
as fitted to a 3 h.p. Enfield for experimental purposes. 

unaware of this, the latest throttle-controlled oil 
pump. It is the invention of Mr. J. S. Spittle, 
director and secretary of Messrs. S. A. Lamplugh, 
Ltd., of Tyseley, Birmingham, and is the outcome 
of several years' experimental work devoted to the 
question of perfect lubrication. 

Positive Action. 

Its principal feature is the positive up and down 
stroke of the pilunger, obtained without the use of 
springs. A small gun-metal casting carries the whole 
mechanism; a flexible driving cable, driven from any 
suitable part of the engine unit, turns a worm and 
wheel ; the shaft of the wheel carries a short crank, 
set eccentrically, so that a regular up and doAvn 
motion is imparted. To the small end of the crank 
is pivoted one end of a lever, the other end being 
pivoted to the top of the pump plunger. This lever 
carries a movable stud, sliding in a slot in the lever, 
and operated by an outside rod. The Bowden 
throttle control cable is attached to this rod, so that 
the stroke of the pump is varied exactly as the throttle 
opening is varied. The range of stroke variation is 
from nil to ^in., this being found sufficient for all 
types of motor cycle engines. The position of the 
cable attachment to the operating rod, whether high 
or low, can be adapted to give the best range of 
movement to suit a particular engine, and once set 
need not be altered. 

The oil is passed straight through the body of the 
pump by meais of inlet and outlet ball valves ; a gauze 
filter is also provided. The plunger is solid metal with 
a cup leather head. A remarkable feature is that the 
whole pump is assembled without tlie use of nuts or 
screws, by means of a neat arrangement of slots in the 
casting. It can be taken down and reassembled very 
quickly without any special tools. 

Easily Fitted. 

The moving parts are enclosed by a detachable cover 
to exclude dirt. It will make no difference where it is 
fitted to the machine — the drive can be taken from any 
suitable point by flexible cable or other direct means, 
and once set to suit the engine the pump should need 
no further attention. There is practically nothing to 
get out of order, wear in its moving parts is negligible 
because it works very slowly, and if it is used in con- 
junction with a sight feed the action will be constantly 
evident to the rider. 

Our illustration shows it, i.s fitted to a 3 h.p. Enfield 
twin for preliminary experiments; it was attached to 
the magneto chain cover and driven off the end of the 
magneto shaft. There is no doubt about its efficiency ; 
with the engine running at half throttle or less, the 
sight feed was dripping regularly, and at full throttle 
the oil came through in big spurts practically amount- 
ing to a continuous stream. 

Motor cycle manufacturers can be supplied with 
models for testing, and Messrs. Lamplugh wijl soon be 
in a position to undertake the manufacture in large 
quantities if required for Government purposes. 

Its simplicity, positive action, easy fitting, and small 
cost should appeal to all, and we may predict, with 
confidence, that the time is not far off when all reput- 
able machines will carry some such type of throttle- 
controlled lubricator as a standard fitting. 

Section and end view of the Lamplugh putnp. The dotted lines 
indicate the extreme movements of the control. 

JANUARY -nth, igiy. 



A S it appeared desirable that a 
/-\ private owners' association should 
be formed, a small meeting was 
held recently to consider the question. 
A subscription of 10s. for car owners and 
5s. for motor cyclists was suggested, and 
the meeting was adjourned until 
January 15th, when it will take place 
at 2.45 p.m. at the Bedford Head Hotel, 
5Iaiden Lane, Bedford Street, Strand. 
Admission will be by visiting card (name 
and full address), and a declaration must 
be signed that the visitor is in no way 
connected with the motor trade. Those 
intending to be present are requested 
to send a postcard to I\Iaj. H. Vane 
Stow, secretarv pro tern., 353, Strand, 
London, W.C. ' 


IN giving our usual list of second-hand 
prices we would draw the attention 
of our readers to the fact that these 
figures represent the approximate value 
of ordinary standard models. Machines 
with electric lighting equipment, etc., do 
not come under this heading, as, on the 
'^'^nrp of simplicity, the detailing of extra 
fittings cannot be included. 

Averagp Latest 
for weekly 
Year. H.P. 

AJ.S. .. 

1916 6 combination .. — 

1915 2| 3-speed £40 

, 1912 6 combination .. £40 

Allon 1916 2-stroke, 2-sp. ... — 

Arie 1916 5 3-sp. sidecar . . — 

1915 3^T.T £33 

Bat 1912-13 6 h.p. 3-speed . £32 

,, 1913-13 8 h.p. 2-speed 

B.S.A 1916 a\ 3-sp. chain . . 

„ 1916 4I 3-sp. sidecar . 

„ 1915 4I T.T. clutch . . 

Calthorpe-Japi9i6 2J 2-speed 

„ 1915 2% 2-speed 

C15T10 1913-14 6 h.p. comb. . 

„ igi2 6 combination . 

1914 2-spped, 2-stroke 

last average 
week, obtainable- 


Douglas . . 






1916 2| W.D £50 

1916 4 3-sp. sidecar .. £70 

., . .-. 1915 W.D. 2-speed ... £45 

... 1914 2j 2-speed £35 

Enfieid 1916 6 CombinaUon .. £79 

„ 1916 3 2-speed £46 

„ 1915 6 combination . . — 

.,, 1914 6 combination.. £58 

" Exc'lsior (A.) 19x6 7 s-sp. sidecar . . £70 

F.N 1914 2-speed ' . . . £28 

H.-DaWdson 1916 7-9 sidecar £87 

1915 7-9 sidecar £65 

Henderson . 1915 sidecar £67 

Humber . . . 1914 3V 3-speed £35 

'Indian 1916 Powerplus sidecar — 

„ , 1915 7-9 3-5p. sidecar . £63 

r. I9I5 7-9 R-R £40 

„ 1915 5 3-sp. sidecar . . ^ 

James 1915 4^ 3-speed £68 

, ,. T-9M 4i sidecar £45 

Matchless . , 1915 8 3-sp. sidecar . . — 

,: .. 1913 6 3-sp. sidecar .. £30 

New Hudson 1915 2-stroke £21 

,, 1915 4 3-sp. sidecar .. — 

Kew Imperial 1916 -zh £30 

Norton .... 1916 3I 3-speed £48 

P. & M 1914 sidecar £55 

1913 3 speed £46 

Premier . . , 1914 3^- sidecar — 

Radco 1915 2-stroke £ii 

Rover . 1916 3^ T.T £56 

„ igi6 3 i 3-speed £68 

.. 1915 3I 3-speed ...... £38 

Rudge 1915 5-6 £60 

- „ 1915 3^ Multi sidecar. . — 

Scott igi6 sidecar — 

„ 1915 2-speed £46 

Sunbeam . . 1916 8 sidecar £100 

„ . . igi6 3J 3-speed '£78 

„ .. 1915 3 1 sidecar ...... £82 

Triumph . . . 1915 4 sidecar £60 

,, ... 1914 4 sidecar — 

„ ... 1913 3. i sidecar £37 

■Zenith 1916 8 sidecar £80 

1914 8 Gradua . . . . „ £45 

„ 1914 6 Gradua £43 






— £42 




THE chief point o! interest the current 
figures bring to light is that the 
export of motor cycles for 1916 
shows an increase of 1,924 over the 
figures of the preceding year, "'but 
during 1916 more spares and unassembled 
parts were sent abroad than during 1915 
As regards imports, since these have 
been prohibited since last March, it is 
not surprising that only five machines, 
presumably commercial vehicles, have 
found their way into this country during 
the past month. 


Value of 

Value of 



Value of 

Value of 



Month ended December 31st. 




of Machines ... 52 



Machines /"1,731 



all Pittts, Acces- 

Spares, etc. . . . £3,604 



Ye.^r ended December 31st. 




of Machines . . . 2,559 



Machines £93,131 



all Parts, Acces- 

Spares, etc. . . . £94,510 



.Month ended December 31st. 

1914. 1915. 1916. 

Number of Machines .. . 1,101 1,065 i91 

Value of Machines £52,435 £57,845 £32,1.74 

Value of all Parts, Acces- 
sories, Spares, etc. .. . £21,595 £33,700 £22,^90 
Year ended December 31 st. 

1914. 1916. Ifl6. 

Number of Machines ... 20,877 10,927 12,851 

Value of Machines £968,473 £510,374 £5; 5,007 

Value of all Parts, Acces- 
sories, Spares, etc. ...£346,777 £311,373 £364,485 

The petrol imports for December, 1915, 
exceed those of December, 1916, by 
8,882,524 gallons, the figures being : 
December, 1915 ... 12,983.382 
„ 1916 ... 4,100,858 

Taking the whole year, however, the 
petrol imports are very much higher for 
1916 than for 1915, the .figures showing 
an increase of 17,239,875 gallons. 

Year ended 1915 ... 144,574,891 
1916 ... 16i;,814,766 


The Auto-ped has arrived, and its user was soon in trouble — not o{ the mechanical variety ! 
Miss Shirley Kellogg, the revue actress, took her motor scooter for a spin and was hauled up 
for " causing an obstruction," so the daily papers say. Most likely, however, the absence ol 
registration letters was the real offence, as the scooter is a motor cycle within the meaning 
of the Act. 



JANUARY nth, 1917. 


LORD COWDRAY, who has been ap- 
pointed Chairman of the Air Board, 
is the father of the Hon. Geoffrey 
Pearson, who, when acting as a motor 
cycle despatch I'ider, was killed in France 
in 1914 during the retreat from ilons. 


WE have received the following inter- 
esting letter from , Cpl- T. E. 
Greene, whom all will remember as 
the dashing Irish rider of Rudge motor 
'cycles. It will be recollected that he is 
the holder of the Irish End-to-end record, 
and his daring riding in the T.T. races, 
in Spain, and other places will also be 
recalled. Greene is now serving with the 
A.S.C., M.T., in Egypt. 

" I see so many letters and photographs 
reproduced in your valuable paper every 
week (as we even get it so far out as 
Egypt), that I thought I would take the 
liberty of writing a few lines myself. I 
am head motor cycle tester and finisher at 
the base repair depot for all Egypt, and 
I can tell you it is some job, too. We 
have to deal with all makes and dates of 
machines, and have not got the - very 
best of roads for testing purposes. Ale.x- 
andria itself is all that pav-e st-uil, not at 
all pleasant to ride on, and the natives 
seem to delight in walking in the 
roadway. We therefore have to do any 
testing outside the city itself, and there 
one finds most of the roads — if you can 
call them roads — in a terrible state, with 
about three to four inches of sand. The 

pot holes, which aie veiy deep, cannot be 
seen until close up, then one finds oneself 
nearly over the handle-bars owing to the 
crank case coming into contact with the 
ground. As a matter of fact, I have 
knocked several oil drain lugs out of the 
Triumph crank case owing to this, and 
the front stand clip of the Douglas 
being in the way, I always take the 
clip off now while testing. If the roads 
out here were anything like they are in 
England one could not ask for anything 
better than motor cycling, as the weather 
is the very best. . There is no need to 
worry as to whether it will rain before 
you get back or not. We have been 
here now eight months, and have not had 
one night's rain in that time. How would 
that suit at home? All right for twenty- 
four hour runs, etc.? What?" 
[S] tip [S^ 


AJMEilBER of a battery operating 
in British East Africa writes under 
date of November 7th last that the 
batteries are doing excellent service 
" out there," besides which there are a 
number of officers and N.C.O.'s from 
Bisley in the Gold Coast regiments. 
The writer, having recovered from 
malaria, was just in time to catch up 
his battery at Kondoa when Van 
Deventer moved to take the railway. 
This particular ■ battery "was the first 
unit to cross and cut the German central 
railway — another feather in the IM.M.G.S. 
cap. A Douglas rider attached to the 
battery was the first to cross, two of 
the scouts, forgetting that they had been 
warned"_ of mines, "scrapped" for the 
bridge, closely followed by armoured 
cars. At the time of writing, our 
informant was back at the workshops, 
having returned to have the back axle 

of one of the cars straightened. This is „ 
not the first axle which has required 
attention, he remarks, but never a motor 
cycle frame. The motor cyclists in 
German East Africa get any amount of 
rough riding, he adds witn emphasis. 


WE regret to record the death of 
FUght-Lt. George Edwards, who . 
for some time was officially re- 
ported missing. He was' associated with 
the motor cycling world for many 
years, and was one of the first to design 
a practical pillion-seat, a photograph of 

Cpl. T. E. Greene, A.S.C., M.T., E.E.F., 
testing repaired Douglas motor cycles on 
the rough ground in the neighbourhood of 
Alexandria. (See letter.) 

which appeared in Tha Motor Cycle at 
the time of his attempt to place it on the| 
market. After doing useful work as a 
despatch rider in Egypt, he joined the 
R.F.C., obtaining his wings after three 
months training. 

cSi eSi dp 


IT is not our usual practice to publish 
appreciations of The Motor Cycle, 

- owing to lack of space, but we cannot 
refrain from repeating a. quaint paragraph 
of appreciation received from an officer 
in the French Army : 

" Your very marvellous jjapier The 
Motor Cycle is m.y sweet companion in 
the first line, and I read it with very 
.great pleasure. I hope you will have 
a good 1917 year." 

Cg3 & UP 


AMONG the 3,040 names of those men- 
tioned in despatches, we note those 
of Capt. A. E. Davidson, R.E., 
D.S.O., whom we announced as having 
recently been promoted to the rank of 
Major, motor cyclist Cpl. W. Bailey, 
artificer motor cyclist Cpl. J. Brand, and 
motor cyclist Cpl. W. J. Scarff. Temp- 
Lt. C. J. Cadman, R.E. (Special Reserve), 
who was a motor cyclist with the first 
Expeditionary Force,- has been awarded 
the Military Cross. 

JANUARY mil, 1917. 


The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, " The Motor Cycle," Hertford Street, Coventry, and must be accompanied by the writer's name and address 


Sir, — An absurd rumour is being spread by someone, which 
seems to be gaining ground, for it has reached us from 
many parts of the kingdom, and appears to have become 
fairly prevalent at the Front, that we are now using 
another make of engine than our own (the Norton) for our 
machines. May we through your columns most emphatically 
contradict this? The Norton original long stroke engine, 
designed and made by ourselves, is the only foiver vnit 
ever fitted to Norton motor cycles, and we have no intention 
of fitting another make at any time. 



Sir, — Se your paragraph (January. 4th, page 11), I had 
the same thing happen last year. The machine was an 
American Excelsior, the fastest and most comfortable 
riding machine I have owned, and I have had forty-two. 
This was caused through a slight seizure at over 70 m.p.h. 
After the engine had cooled it was perfectly free, but 
after about another four iiundred miles an oil leakage 
was noticeable, which I took to be the union on front 
cylinder oil feed. This went on for about six weeks, and 
then the cylinder came in two. The makers replaced this 
free of charge, however. C.E.T. 



Sir, — Some weeks ago I saw a letter in The Motor Cycle 
from a correspondent who wished to clean his crank case 
"and had used a strong solution of soda for the purpose. 

Sodium in any form will discolour aluminium, and should 
not be used if the colour is to be kept good. Scrub well 
with a wire brush and paraffin, and then wash with a little 
petrol. You may then wash with a very little soft soap 
{which is not a sodium but a potassium soap), and paint 
over with a fairly strong solution of magnesium, such as 
ordinary liquid magnesia or sulphate of magnesia, commonly 
'called Epsom salts, which wilt (or ought to) restore the 
brilliant white colour to the metal. 



Sir, — I have for some few years been a very interested 
reader of The Motor Cycle, and would be very sorry to get 
out of- touch with the movements of the motor cycling world, 
although I have never yet owned a motor cycle. 

I think that Mr. Scott deserves a " pat on the back " 
for putting his invention before the public. His motives 
are clearly seen, viz., simplicity and economy. Many 
motor cyclists would not ride motor cycles if they could 
afford cars ; hence the introduction of the sidecar. The 
sidecar has the advantage of being easily and quickly 
removed, but what about the driver in wet weather ? The 
Scott Sociable, whilst being an unalterable two-seated 
machine, would be far and away more comfortable to at 
least the driver, if not the passenger, to say nothing about 
the protection from the elements. 

Then, again, take the consumption and the ta.\. both of 
which would be about the same as any big twin combination. 
If the sociable were a trifle more extravagant, would not 
the extra comfort and protection over-balance its so-called 
ugly appearance ? 

I have no connection whatever with Mr. Scott, and, as 
far as I know, have never seen him, but I must express 
my gratitude to him (through your paper, if you will 

permit) for introducing such a handy, accessible, sensible, 
and economical machine as the Scott Sociable, and I may 
say that if all goes well, after the war, I shall see about 
purchasing one. HAROLD E. CARTWRIGHT. 


Sir, — I note a letter on the above subject in The Motor 
Cycle of December 7th, signed "L.G. (R.N.)," stating that 
" the idea of introducing water into the cylinder of his engine 
was patented by Prof. Banco in Germany some years ago." 
As tins statement is inclined to be considerably misleading, 
and also as the question of water injection appears to be 
considered something of a novelty, the following points may 
be of interest. . - 

It may be said at once that the idea of water injection 
dates back to the earliest stages of the conception of the gas 
engine. Reference to " The Gas Engine Manual," by W. A. 
Tookey (a well-known writer on internal combustion practice), 
records the following instances of its use : 

First, as far back as 1791, by John Barber, in an attempt 
to make a gas turbine ; later in reciprocating gas engines 
by Samuel Brown, in 1823; by Hugon in 1865; and by 
Brayton in 1873 ; water being introduced partly, of course, 
for cooling purposes, but also for the purpose of attempting 
to combine the use of steam and gas expansion. Further 
than this, water injection has been considerably experimented 
with by gas engine makers in more recent times, particu- 
larly in attempts to obtain practical advantages from very 
high compression pressures. 

The use of water injection also became quite common 
practice with oil engine manufacturers, compression being 
carried to a point where ignition became spontaneous, the 
actual timing of the ignition being carried out by water 
injection of varying amounts to suit the load prevailing ; but 
latterly ■ this practice has been dropped, a point of makers' 
advertisements being, "No water injection"! Evidently 
there is a fly in the ointment! 

Water injection would appear to give numerous advantages, 
and actually does so ; but, unfortunately, it brings attendant 
with it disadvantages that more than counteract any gains. 
The disadvantages follow, firstly, from the fact that water 
always contains impurities, which, when water is turned 
into steam, are left behind, forming a hard deposit on cylin- 
ders and valves, causing cutting of valve faces and endless 
trouble; secondly, most fuels contain a small percentage of 
sulphur, which, released on combustion of the fuel (my know- 
ledge of chemistry is somewhat " rooky," but I believe this 
statement is au fail), combines with water vapours to form 
sulphuric acid, causing considerable corrosion to valves and 
exhaust connections. Perhaps some of your readers can give 
us valuable information on the chemical action taking place, 
and possibly also give us -a chemical analysis of petrol and 
other motor fuels. 

It will be seen, however, that the introduction of water 
into the cylinder of an internal combustion engine is attendant 
with difiiculties which must be overcome before success is 
attained. . Reference to periodicals and treatises on internal 
combustion engineering will often give much valuable in- 
formation and save a good deal of ' spade " work to motor 
cyclists who have the opportunity to experiment. 

The principles involved in gas and oil engines are, of 
course, the same as in petrol engines, though proper con- 
sideration would need to be given to the different circum- 
stances undet which a motor cycle engine is required to 
work. W.M. 



JANUARY mil, 1Q17. 


Sir, — I cannot let the two subjects at present under dis- 
cussion, viz.; "Flat Twin i-. Single" and "British Twin 
V. American Twin," slip past without saying anything. To 
those who contend that it is impossible to build a well- 
designed frame for the flat -twin I reply that it is not only 
possible, but has been done. I admit, nevertheless, that 
some flat twins have not_ well designed frames. How a good 
flat twin engine can be expected to keep vertical in the 
frame, when it is only attached to lugs on the bottom tube, 
I do not know, and, in a good many machines of this type 
that I have seen, it has not remained upright, but has 
pulled itself over on the driving side. Another thing which 
puts me off the average flat twin is the ceaseless rattle, 
which seems to come mostly from the timing gear. 

Sporting single every time for me, except for sidecar work ! 

Now for the Americans. 

Have any of your pro-American correspondents tried to 
bore holes in the American radiating fins? They will find 
them to be made of stuff as brittle as glass. How many 
of these people,~who say the American has the most silent 
timing' gear, have ridden an A.J.S. "6"? This machine 
has quite the most silent timing gear on the road. Usual 
disclaimers in large quantities. 


Sir, — Perhaps Mr. Granville Bradshaw and "R.E.C." 
will modify their views that a long induction pipe does 
not affect carburation. I refer them to " Ixion's " tale of 
horizontal woe on page 553 of your issue of December 
28th, 1916. His "paradox" was merely overheating due 
to running on an unduly bad (probably very ,weak) mixture. 
The low temperature of his Icmg induction pipe caused 
condensation of the petrol on the walls of the pipe, and 
the resultant mixture was not at all satisfactory for running 
on. When sufficient fluid petrol had run into his hot 
inlet port and was vaporised by the heat, the temporary 
enriching of the mixture gave him his momentary accelera- 
tion. Lagging the pipe proved to be the cure. Precisely ! 
His experience (I admire his fairmindedness in publishing 
it) comes at a very awkward moment for those who are 
trying to persuade us that long exposed induction pipes are 
an advantage. Mj' experience this winter with a horizonal 
twin is precisely the same as " Ixion's," and my carbu- 
retter is exhaust jachcted. 

Finally, if an engine can indulge simultaneously in an 
overheated sparking plug and a refrigerator inlet pipe, 
what constitutes a "hot side"? 

Further in answer to "R.E.C," the paragraph on flat 
twins in my article of December 14th does not apply solely 
to the Douglas or to any other individual make, but applies 
to all the fiat twins I know of. 

If long exposed induction pipes do not mean bad carbura- 
tion, then all the tendency of modern car engine design is 

I have had as much trouble out of a horizontal twin in 
a month as I get out of a single in a year. I mention no 
names. A. LINDSAY, 

Capt. R.A.M.C. 


Sir, — I have read Mr. de Lissa's comments on the A.B.C. 
and its designer, and I should like to say a word or two 
in reply. 

Mr. Bradshaw's sketches in the previous issue are clearly 
his own engines, therefore I fail to see how Mr. de Lissa can 
accuse Mr. Bradshaw of criticising other people's designs. 

Re the " hot top" and " hot side." Could there be anything 
much worse than an unequally expanding cylinder ? And this 
is what a " hot side " generally means. Personally, I shall 
be pleased to see some oi Mr. de Lissa's shading, and then 
we shall see where the abnormally "hot top" comes in. To 
my mind, the position, of the A.B.C. exhaust port and 
valve is very good. The valve must be cooled by the incoming 
charge, also the position of the exhaust exit lends itself to 
efficient cooling. At any rate, it is not stuck on the cylinder 
side, which would again give us a "hot side." 

Mr. de Lissa's remarks about plug electrodes do not apply 
to A.B.C. engines so far as my experience goes. I used one 
of these engines with overhead valves in the 1915 T.T. and 
the practice of the 1914 race; my only plug trouble was 
through over-oiling. I have, however, experienced on Brook- 


lands (with a well-known- side-by-side valve single) the 
plug drooping trouble, also plugs blowing out, cylinders 
warping, etc. 

. Mr. de Lissa speaks as though 5,000 engines is a tremen- 
dous number. It would be interesting to know how many 
engines the A.B.C. Co. have turned out (probably it would 
be censored). Regarding the " rude shocks," all I can say 
is " wait and see," but in the meantime do not forget the 
A.B.C. was the first machine (500 o.c.) to do over 80 m.p.h. 
I also wonder how much credit was given to Mr. G. E. 
Bradshaw for the performance of a well-known flat twin 
when it broke the kilometre and mile world's records in the 
550 o.c. class, and how much he designed and made. 

Naturally, Mr. de Lissa calls a clever designer a man who 
designs an engine Hke the M.A.Q. I do not blame him. I, 
as an uninterested (financially) auto engineer, consider a man 
who can design a power unit like the A.B.C. not only a 
designer, but one who knows his job and understands 

Mr. de Lissa cannot see why such a wonderful and power- 
ful engine as the A.B.C. is should require a four-speed box, 
and mentions A.B.C. 's claim to 4 to 70 m.p.h. on top. Well, 
what an engine is capable of doing and what (in time) it 
would take out of the transmission, engine, and tyres, entitles 
a designer to give us a four or even a six-speed box, provided 
it is a properly designed gate change. Whilst on the subject 
of gear boxes, I should strongly advise several designers (both 
car and motor cycle) to examine an A.B.C. and try and find 
out how it is that a perfect change can be made under almost 
all conditions. 

Probably Messrs. Rolls-Royce will tell Mr. de Lissa the 
necessity of their fitting a four-speed box to their splendidly 
balanced, vibrationless, six-cylinder engined car. 

Yes, as your letter says, Mr. de Lissa, the A.B.C. engine 
is quite good — in fact, it is better designed than anything 
yet manufactured in the motor cycle world, and most certainly 
the best engineering job. ALF. WRAY. 


Sir, — In reply to " A Curious Case" sent by Cyclist H. 
J. Ives (2581), I may state I had similar trouble with a 
2i h.p. New Hudson. What I found to be the trouble was 
the magneto cog had slipped back a little, and the ignition 
became too far retarded. I tried various settings of the 
magneto, and found I got the best results with the magneto 
givuig the spark when the piston was threequarters of an 
inch from the top (on compression). The engine will now 
take all the air I can give it, climb all hills on top, and 
never blows back. T.C. 

Falkirk. " ~ ' 


Sir, — Having read a lot of suggestions in The Motor Cycle 
re vaporising, I enclose a sketch of an appliance for vapor- 
ising petrol substitutes or paraffin. Tire water is circu- 
lated by the thermo-syphon principle. The engine can be 
started on petrol and turned on to the substitute when it is 
sufficiently warmed up. The carburetter is set into a copper 

A vaporiser suggested by A. H Burslem. 

cup, forming a water jacket round it. A small can contain- 
ing water could be put conveniently on the frame, with a 
pipe round the flanges of ' the cylinder to the carburetter 
water jacliet and a pipe from the carburetter water jacket 
back to the water tank, and so complete the water circula- 
tion. I have not tried tkis idea, but I think it is a suggestion 
for vaporising substitutes. A. H. BURSLEM. 

JANUARY nth, igi7 

A selection of questions ot general interest received from readers and our replies thereto. All questions should be addressed to the Editor, *' The Motor Cycle," 
20, Tudor Street, London, E.C., and whether intended for publication or not must be accsmpanied by a stam|i3d addressed envelope for reply. Correspondents are 
urged to write clearly and on one side of the paper only, numbering each query separately, an4 keeping a copy for ease of rsSerence. Letters containing legal 
questions should be marked " Legal " in the left-hand comer of envelope, and should be kept distinct from questions bearing on technical subjects. 


Charging from Magneto. 

I have a high-tension magneto 
off a 35 h.p. machinej and am 
wanting to use it for charging an 
accumtiiator, if possible. Will 
you please let me know if this 
can bo done, and also how I must 
connect them in order to do so success- 
fully?— G.W. 
It is not in any way possible to charge 
accumtilators from any kind of magneto. 
The current given by any magneto is 
alternating, and is, therefore, quite un- 

Generator TrouWe. 

On a recent night I had a ride 

of about twenty-six miles ; there 
were 8° of frost and a very cold 
wiiid. About halt-way I was 
troubled with a poor light (acety- 
which finally went out. I found 
a good deal of water in the tubing, 
which is fairly long, as I light the 
sidecar and tail lights from the gene- 
rator. After emptying the pipes I was 
twice troubled with the same dilBculty. 
I have recently fitted a length of copper 
tubing ; this is my worst experience of 
water in tubing. Would moisture in 
the carbide condense on the copper 
piping in the cold and cause this 
quantity of water? It was cold enough 
to freeze the water in the generator 
while waiting. The other morning 
there must have been teaspoonfuls of 
water in the piping, in spite of empty- 
ing the pipes three times the previous 
night. I am inclined to fit a rubber 
gasbag at the lowest point of the 
tubing to catch any water which may 
collect. I took the generator down : the 
filter pad was damp, but not wet. — - 
We have never heard ot water condensing 
in the copper pipe used for acetylene gas 
lighting. This, we think, is more likely 
to be water which reaches the pipe 
through a fault in the generator, or from 
some outside cause, or through your 
generator at some time having been 
flooded. Perhaps the gas orifice is 
partially stopped up. See that all the 
orifices in the generator are quite free, 
and that the generator is scrupulously 
clean in every part. Fill your container 
only two-thirds full, and we do not think 
^you will sufier from this trouble again. 
In very frosty weather it is advisable 
to leave the generator empty, and only 
fiU up just before you require the lamp, 
and then with tepid water. When once 
the lamp has been lit the generation ot 
the gas in the generator gives heat, and 
this prevents the water from freezing. 
Take oUt the filter and dry it. 

Difficult Starting. 

I have a 2| h.p. V twin motor 
0y cycle about three year's old. In 
^ the cold weather I find it 
extremely diSicult to ' start. 1 
inject plenty ot petrol into the 
compression taps, but then it 
takes me about fifteen minutes to start 
it by pedalling, even if I put more 
petrol in the compression taps. I should 
be very much obliged it you could give 
me a little advice. — L.C.P. 

The most usual causes ot difficult start- 
ing are as follow, and we think if you 
check all the items given you should be 
able to overcome the trouble: (1.) Par- 
tially choked jet. (2.) Air leaks between 
the carburetter and inlet ports. (Bind all 
doubtful joints with insulating tape.) 
(3.) Contact breaker points mot breaking 
or making contact properly. The points 
should be clean and flat, and separate 
.4 mm. — roughly, the thickness of a visit- 
ing card. (4.) Plug points should be 
clean and tree from oil, with a gap ot 
about -^in. (5.) See that the magneto 
generally is in good order, carbon brushes 
clean, and making good contact. (6.) 
See that the valves are closing properly 
and the valve springs strong enough. 
Clearance between the tappets should be 
.4 mm. To start, prime the engine with 
petrol in each cylinder to free the pistons, 
flood the carburetter, close the air lever, 
and open the throttle about a quarter. 
What is wanted is a strong mixture, and 
only a little of it. If still difficult, cut 
down the main air inlet. 

A Herald of Spring. 

Tyre Arrangement. 
I have a 6 h.p. sidecar com- 
■^ bination, and am going to rc- 
> arrange the tyres as follows . 
-i-l An extra strong new cover for 
the back wheel. The tyre from 
the back wheel to be put on the front 
wheel, and the front wheel tyre to be 
put on the sidecar wheel. The back 
tyre has a. fairly good tread on it, but 
the front tyre is worn pretty level, 
though is still a good cover. Would 
this arrangement be best, or would it 
be better to fit the tyre from the back 
wheel to the sidecar wheel, or is it 
necessary to have a good tyre on the 
sidecar? If so, would the front tyie 
do tor the sidecar if I had it retreaded? 
—BO 1818. 
Tile arrangement suggested is excellent. 
The wheel which has the easiest time of 
any in a sidecar combination is the side- 
car wheel. It does not much matter 
which you put on this, provided it is 
fairly good. Retreading is rather a 

A Case of Late Timing. 

I should be obliged it you could 
^T] give me some advice about my 
^ cycle. It is a 2J h.p. Douglas 
-i-1 (1913). Up till a short time ago 
I could run with the extra air 
lever fully open and control speeds with 
the throttle. Now the machine runs 
excessively noisily, and has no speed. 
When the throttle is opened the engine 
only vibrates heavily. It will take 
hardly any extra air, and cannot be 
throttled down at all without shutting 
out air altogether. On the road it I open 
the air suddenly the machine leaps for- 
ward tor about fifty yards, and then 
coughs and splutters and I am forced 
to shut off the air. I have ground in 
the valves, and compression is all right. 
Could you tell me where the crank case 
release is on this machine? The jet 
is quite clear. Amac carburetter. — 
The symptoms suggest that the timing 
of' your magneto has slipped. Retime 
the ignition, and make sure that both 
the magneto sprocket and the driving 
sprocket fit properly on their respective 
shafts. See that both main jet and spray- 
ing jets are quite clear, and that petrol is 
flowing freely from the tank, and also 
through the passage to the jet. At this 
time of year it is important that all air 
drawn into the carburetter should be 
heated in order to prevent freezing in the 
carburetter or induction pipe. The crank 
case release valve is through the hollow 
crankshaft into the timing case. 



JANUARY nth, 1917. 

rlcl(^ IddJ/ord fr 

A Xrailei Attachment. 

In view of the fact that a device of this 

nature is meeting with a certain measure 

of success in America, the accompanying 

elevation and plan of a rear passenger 

. attachm'ent may be of interest. The 

rear oar " is provided with an axle tube, 
from which project forwardly a pair of 

A Springing System. 

The feature of novelty is the arrange- 
ment of two leaf springs in the form of 
an ellipse, combined with link work, 
which distributes the strain throughout 
the length of the springs. The drawing 
shows back and front suspension, and in 
both cases it will be seen that movement 
of the wheel spindle tends to^ distort the 
elliptic springs. At the same time the 
link work is compressed in one direction 
and expanded in the other, increasing the 
resistance to movement and distributing 

the strain. By this means any tendency 
for the springs to distort excessively at 
any one point is prevented, and breakage 
avoided. — W. J. Simpson, No. 143,931, 

An Italian Two-stroke Engine. 

In this engine the charge is initially 
compressed in the crank chamber, and 
then passes to the cylinders by way of a 
transfer passage. The transfer passage 
is formed with a cylindrical enlargement 
in which is a rotatable sleeve whereby 
the passage of the mixture from the crank 
case to the cylinder can be controlled. 
The exhaust port is of the usual kind, 
and the inlet ports, which put the carbu- 
retter into communication with the crank 
case when the piston is at the top of its 
stroke, are elongated to present a large 
area of opening. The carburetter is 



arranged in a chamber alongside the 
cylinder, and oil ia led to this chamber so 
that it reaches the mixture just before it 
enters the crank case. — D. Ruva, No. 


longitudinal members. These extend on 
either side of the motor cycle, and are 
connected through laminated springs with 
the frame just in front of the engine. The 
"rear car" body is mpunted on its frame 
by means of springs, so that it is insulated 
from ^ road shoclcs. The specification 
describes and illustrates the invention in 
great detail.— 0. L. Heintz, No. 16,055, 
1915. . ■ . 

Compression Release Mechanism. 

The feature of this invention is the 
employment of a loose pipe for conduct- 
ing the gas from the combustion chamber 
to the exhaust passage , when the control 

valve is opened. The radiating fins are 
drilled through and the pipe inserted, the 
upper aperture then being plugged. An 
air space is left around the pipe as 
shown. The invention is not restricted 
to engines having a detachable cylinder 
head.— Villiers Engineering Co., Ltd. 
and G. Funck, No. 102,002. 




H In view of depleted staffs, the cur- B 

^ tailmeM of railway services, and the '^ 

H consequent delay in delivery of mails, g 

CD readers will greatly assist by forwarding b 

^ commnnicalions (including advertise- ^ 

(3 menls) as much as possible in advance ^ 

H of the dates of the issues for which they b 

2 ore intended. B 

a B 


Generosity to Soldiers Appreciated. 

A gunner in the Tanks writes in appre- 
ciation of the action of the Austin Motor 
Co., Ltd., Prince of Wales Road, Nor- 
wich, in allowing soldiers to garage their 
motor cycles free of charge. 

A Motor Ambulance. 

The staff of the Far Eastern depots of 
the Asiatic Petroleum Co., Ltd., has 
presented a motor ambulance to the 
British Red Cross. The ambulance isi 
well equipped, and capable of carrying 
four wounded soldiers. 

Burberrys Sale. 

The well-known firm of Burberrys are 
still holding the sale which began on. 
January 1st of both men's and women's 
garments of every kind and si^e suitable 
for both winter and summer riding. Much 
of the stock is to be sold at one-half, and 
in some cases less than half, current 
prices. Readers are advised to write to j 
Burberrys, Haymarket, London, S.W., : 
for their sale list. i 

Lodge Sparking Plugs. 

We have received from the Lodge Co., 
Ltd., Rugby, a useful brochure dealing 
with twenty differently designed plugs 
of their manufacture. A chapter en- 
titled " How to Choose a Sparking 
Plug " is of particular interest at the . 
moment. High speed and high com- 
pression engines are frequently fitted ; 
with plugs more suitable for low com- , 
pressioned sidecar outfits, and in conse- ' 
quence grumbles at the efficiency of ' 
plugs are only too frequent. 

Comfort Motor Cycle Accessories. 

Kumfort accessories for motor cycles 
are fairly well known to our readers, 
having been referred to in these columns : 
on several occasions. These products will 
in future be known by the ordinary ' 
spelling -of the name. The company 
sixould now be addressed, " The Comfort 
Motor Cycle and Accessories Co., Cook- 
ham, Berks.'- 

The Sphinx Plug Range. 


The Sphinx Manufacturing Co., 
Bii'mingham, makers of the well-known 
Sphinx plugs, have issued a most attrac- 
tive catalogue and price 
list of their pTugs, a very 
large range of which is 
described and illustrated. 
This publication has been. 
much delayed owing - to 
shortage of labour, but all 
applications for the booklet 
are being executed as 
quickly as possible and in 
strict rotation. Among the 
plugs illustrated is a new 
model designed specially for 
use in two-strokes or in 
engines which are inclined 
to be oily. The electrodes are protected 
from oil by shields. ' 

January iith, 1917. 

THE MOTOR CYCLE.— (Supplement i.) 

Advertisements. 15 


Manufacturers of 
Bowden Wire and 
of all Levers and 
Accessories used in 
Its application. 

Established 1897. 

Trade Marks and Names: 
Bowdensolo Bpwdenoir 
Bowdcnamel Bowdenite 
Bowdensilver Bowdenbrass 

Orders fitted only 
as G overmneni 
requirements permit. 




— In splendid isolation the " Canoelet " Sidecar remains 
the perfect example of the engineers' skill and the 
body-builders' craft. Synonymous with comfort, 
" Canoelet " means all-round sidecar satisfaction, 
especially for the lady who has been used to riding 
in a car. She will appreciate the luxury of the 
" Canoelet." 


I SUBMIT there 

is a solid reason why you should adopt a 



if you adopt my system 
fuel. You can, of course, 
benzol without alteration. 

Price of 
complete — 

plus 10% extra 
war cost. 


and use my 
use petrol or 

Small extra Tank 
to clip on Frame, 


Pipe & 3-way Tap 
to enable you to 
get an easy start 
when stone cold, 

plus 10% 
war advance. 



have such perfect vaporising properties that they 
enable you to use fuel at 1/10 per gallon in 42-gaIlon 
casks, which you are allowed to keep on your 
premises. Casks 12/6 each, returnable at 10/- each. 
Your engine will tick over dead slow, and pull dead 
slow in traffic, yet give the full power. It is almost 
impossible to tell you are not running on petrol at 3/- 
a gallon. It cannot damage your engine or soot it up, 
and makes Motor Cycling possible in these times. 
I give you my personal assurance of the truth ot what 
is stated above. Please send at onoe for full particulars 
of the carburetter, and also for my Treatise on Carbura- 
tion, and terms of One Month's Approval Trial. 

C. BINKS, Ltd., Eccles. 

In ansicerinq these advertisements it is desirable to mention " The Motor Cycle." 

i6 Advertisements. 

THE MOTOR CYCLE.— (Supplement ii.; 

January iith, 1917. 



ADVERTISEMENTS in these columns 
— First 12 words or less 1/6, and 3d. for every 
two words after. Each paragraph is charged 
separately. Name and address must be counted 
Series dlscouats and special terms to regular 
trade advertisers will be quoted on application. 

Postal Orders sent in payment for adver- 
tisements should be made payable t'»^_ — r-g^ 
lUFFE & SONS Ltd., and crossed ...^ — ' 

All advertisements in this section should be 
accompanied with remittance, and be addressed 
to the offices of "The Motor Cycle," Hertford 
Street, Coventry. To ensure insertion letters 
siiDuld be posted in time to reach the ofiQces of 
"The Motor Cycle," Coventry, or London (20, 
Tudor St., E.C.), by the first post on Friday 
morning previous to the day of issue. 

All letters relating to advertisements should 
quote the number which is printed at the end 0! 
eich advertisement, and the date of the issue in 
which it appeared. 

The proprietors are not responsible for clerical 
or printers' errors, although every care is taken 
to avoid mistakes. 


For the convenience of advertisers. letters may be 
addressed to numbers at " The Motor Cycle " Office. 
When tbi3 is desired, the suin of 6d. to defray the cost of 1 
rCfjistration and to cover postage on replies mubt be added l 
to the adver tisement charge. Only the number will appear j 
in the advertisement. All replies should be addressed, 
•' No. 000, c/o 'The Motor Cycle,' 20, Tudor Street, E.C." 


Persons who hesitate to send money to unknown persons 
may deal in perfect safety by avaiiiiig themselves of our 
Depdsit System. If the money be deposited with " The 
Motor Cycle," both parties are advised of this receipt. 

The time allowed for a decision after receipt of the 
goods is three days, and if a sale is effected we remit the 
amount to the seller, but it not we return the amount 
to the depositor, and each party to the transaction pays 
arriage one way. For all transactions exceeding £10 in 
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;io the fee is is. Ail deposit matters are dealt with at 
Coventry, and cheques and money orders should be made 
payable to UiSe & Sons Limited. 

The letter " D " at the end of an advertisement is an 
indication that the advertiser is willing to avail himsclt 01 
the Deposit System. Other advertisers may be equally 
desirous, but have not advised us to that eflect, 


Readers who reply to advenisements and receive no 
answer to tbeir enquiries are requested to regard the 
sileace as an indication that the goods advsrthod have 
already been disposed ol. Advertisers often receive so 
many enquiries tliat it is quite impossible to reply to eaeo 
one by post. 


A .B.C. for Sale, 1914, in fine condition, lamps and 
speedometer, new tyres.— Box 615, c/o TTit Motor 
Cycle. [X4144 


1 014 Abingdon, 3-Bpeed, I.T. model; £34.— Eoss, 86, 

J-V Hieh Rd.. Lee. [6786 


14 2%h.p. A.J.S., 3-spced, lamps, and speedometer ; 

£40.-Fryere, Hereford. [X4051 

A.J.S. Spares • prompt deli-very.— Cyril 'Williams, A.J.S. 
Agent, Chapel Ash Depot, Wolverhampton. [X4090 
A.J.S., 1913, 6h.p. twin, and coachbuilt sidecar, in 
perfect condition; f 45.— Albon's, 119, Ripple Ed., 
BarMng, Essex. [6914 

A.J.S., 19161/-,, 2%h.p., 3-speed, kick start, hand 
clutch, many extras, little used, condition as new; 
£50, no offers.— Bradbury, Heath Grove, Buxton. 


A.J.S., 1915, 3-speed, kick start, hand clutch, new 
tyres, all accessories: £44/10; deferred payments, 
exchanges.— Lamb's, 151, High St., Walthamstow, and 
50, High Rd., Wood Green. [6880 

A.J.S. Special New Tear Bargain.— Late 1916 2^(^.-p., 
single-cyl., 3-s"pecd, semi T.T. bars, Quick detach- 
able back wheel, handle-bar clutch, kick starter, etc.. 
only slightly soiled ; £52.— The Premier Motor Co., Asf nn 
Ed., liumingham. [6832 



= When smiles of satisfaction 

y Crown the first clay's test, 

= And miles of even running 

= Prove you ve got the best ; 

^ When the engine never falters, 

= Though the speed be what 

g you like — 

" The explanation's simple— 

= "You've bought a Godfrey's 

1 ■ Bike." 

S Attention to details, careful testing 


and adjustments to both new and 

— second-hand machines, a strict rule 
= to let nothing go out (irrespective of 
H price) which would not uphold the 
= reputation of the Firm— and you have 
[»] the reasons for the ever-increasing 
= popularity of GODFREY'S. 



= In Stock include — 




B If you cannot pay our Showrooms 
= a visit, write for our full list of new 
H and second-hand machines. 

Easy Terms. 
















TD. I 


1 208, Gt. Portland St., 


B 'Phone : 7091 Mayfair (2 lines). 






A.J.S. 1912 6h.p. Twin Combination; £40.— Tuke and 
Bell, Ltd., Motor Uept., Carlton Engiiieermg 
Works. High Ed., Tottenham, N. [4915 

A.J.S., 1918, 25,lh,p., 3-speed sporting model, used 
500 miles, pretty and perfect little specimen, 
complete -with Lucas head lamp, Lucas horn, tail lamp, 
speedometer and spares; cost £70, accept £55.— Layton's 
Garage, Bicester, Oson. [7066 


ALLON, 19161,1., 2-speed. 2-8troke, as new, spares, ac- 
cessories; £55.— French, Seaford. [7040 
RIDEE TEOWAED, 78, High St., Hampstead.— 
1916 Alldaj-B Alton, 2-speed; 29 gns. [6967 
COLMORE Depot, 31, Colmore Bow, Birmingham, 
can supply immediately all models ot Alldays Allon. 

1 Q16 2-speed Alldays Allon, brand new, shop-soiled, 
i-ij not scratched; £40 cash.— Jones, Garage, Broad- 
way, Muswell Hill. . [7084 . 
NEW Aliens, 2-speed, 2-stroke, 2Vih.p., 1917 models; 
£42 : easy terms ZX extra, or exchanges arranged. 
— Wauchope'a, 9, Shoe Lane, Loudon. [6946 

ALLONS.— All models acually in stock, £37/18 to 
£47/5; exchanges, deferred payments.— Lamb's, 
151, High St., Walthamstow, and 50, High Ed., Wood - 
Sreen. [6877 

"IQ15 Countershaft Alldays, 4h.p., 3-Bpeed, clutch, 
XiJ complete with lamps, horn, etc., footboards, re- 
liable machine ; £45 ; exchanges.— Xewnham, 223, Ham- 
mersmith Ed., W. 'Phone: 80. [6982 


1 Q17 Ariel, Z'A.p., in stock; £65/10.— Eoss, 86, 
i-tJ High Ed., Lee. [6783 

ARIEL, SV^h.p., latest 3-speed model, actually in 
stock.— Crow Bros., Guildford. [6366 

ARI33L, 3V'h.p., Bosch, B. and B., etc., low and per- 
fect: iElS.- Smith, 199b, King St., Hammersmith. 


3ih.p. Ariel, 1912, flue condition, complete, with 
2 mechanical horn; £12.-21, Derby Rd., West 
Green. [7013 

"OIDER TROWARD, 78, High St., Hampstead.— 
JlV 1913 Ariel variable gear, re-enamelled, fast; - 
21 gns. [6978 

ARIEL, Si/oh.p., semi-T.T., with variable pulley gear, 
fast, a^d in excellent condition^; £22.— Layton's 
Garage, Bicester, Oxon. [7069 

COLMOEE Depot, 31, Colmore Row, Birmingham, 
have in stock for immediate delivery all models 
of Ariel motor cycles, with or without sidecars. [0797 
1Q17 Newr Ariels in stock, 3-speed countershaft gear, 
i.*y clutch, and kick start, chain-cum-belt drive, 
665/10: easy terais 2% extra, or exchange arranged,— 
Wauchope's, 9, Shoe Lane, London. [6943 

"BQ12V> Ariel, S'.oh.p., and sidecar, decompressor, vari- 
Xt7 able gear, drip feed, spring seat-pillar, lamps, 
tools, spares, condition as new; any trial; bargain, £27. 
—Woodcock, 756, Eomiord Ed., Manor Park, Essex. 


I CAN Give immediate delivery of 1917 6-6h.p. Ariels, 
3V2h.p. Ariels, solo or combinations; also 1916 5-6 
h p. combination, as new, guaranteed, £80 ; exchanges 
or deferred paymeuts.— Jones, Garage, Broadway, Mus- 
well Hill. [7078 
ARIEL and Coachbuilt Sidecar, late 1915 model, 
3V'h.E., 3-speed, countershaft driven, clutch, de- 
compressor, kick starter, speedometer, lamps, spares, 
etc., only done 3,000 miles, owner going to Front, only 
reason for selling; £50. or very near offer accepted.— 
Box L2,884, c/o The Motor Cycle. [7106 


ATILIEE, 3Hh.p., free engine, Bosch, B. and B. ; 
£8.-21, Eoidel Ed., Catford. [X4088 

Auto- Wheels, 

ATJTO-WHBEL, B.S.A. Model de Luxe, in perfect 
order; £10.-Slade, ZS'ayland, Colchester. [X4174 
AUTO-WHEEL, 1915, like new; £10/10.-W. and 
H. Motor Co., Ltd., 287, Deansgate, Manchester. 


ATjTO-WHEEL, B.S.A. De Luxe, good condition, 
Hammond shock absorber fitted; £5/15.— Mead, 
Draper. Amersham, Bucks. [6837 


BATS.— Latest 4-5b.r. sporting model in stock, -2 
Speeds, etc.; £63/5.— Below. 
BAT, 5-6h.p. sporting model, 3-speed hub gear, usual 
accessories, good condition ; £32. — P. J. Evans, 
John Bright St., Birmingham. [X4162 

1Q14 Bat, 4-5h.p., 2-speed, countershaft, very fasti 
-Lt7 £34.-Eoss, 86, High Ed., Lee. [6780 

NEW Eats from stock, 2-speed gear models, solo 
mounts; £63/5.— Wauchope's, 9, Shoe Lane, Lon- 
don. [6945 
BAT-J.A.P., 5-61l.p., 19131A, 3 speeds, clutch, T.T. 
model : £33 ; exchange combination.— Saul. Tis- 
bury, Salisbury. [7046 

Ai8 All letters relating to advertisements Ehould Quote the number at the end ol each advertisement, and the date ot the issue. 

January iitH; 1917. 

THE MOTOR CYCLE.— (Supplement iii.) 




]Q12 Eat-Jap. 8b. p.. free engine, splendid condition; 
-*y no use to OAmei; £12.— Howard, 61, Hvde Ed.. 
V\"est Gorton, jMauchestoi. [6852 

"I Q 12 3^,2li.p. Bradburv, good condition throughout : 
J-t/ £16.— Haines, 8, Adelaide Sq.. Bedford. [X4153 

I Q14 Bradbury, clutch model, splendid condition ; 
J- 1/ £25, bargain, or lightweight and cash.— Wyatt, 
Hunstanton. [X401S 

BKADBUEY, 4h.p., 1912, free engine, excellent run- 
ning order; bargain, £14.-1, St. George's Rd., 
Folkestone. [S4218 

BEADBURT. 1913, Sturm ey- Archer 3-speed, 1916 
B. and B.. extra heavy tyres, lamps, etc., com- 
plete; £28.— Mills, Lordswood, Southampton. [6903 
BRADBURY, 3^^h.p., with sidecar, Bosch mag., 
Binks carburetter, N.S.U. 2-speed, free engine, 
new t\Te5 good running order; £30.— Oliver, Clifton, 
Bigglesw&de, Beds. [6940 

BEAi:)BUEY,-4h.p., 3-speed, coaehbuilt sidecar, free 
engine, new tyres, just overhauled; genuine bar- 
gain ; must be sold ; what offers?— Apply, C. Wood, 
Forest Brickfields, Coopersale, Essex. [X4151 


14 Brough, T.T., S^Ui.p., 2-speed, opposed twin; 
£36.— Boss, 86, High Ed., Bee. [^789 

BEOUGH, late 1915, 3Voh.p. flat twin, T.T. model, 
2-speed countershaft, very fast, little used, perfect 
condition, all accessories; £45.— Apply, 60, Marine 
Parade. Sheemess. [X4205 

OTTXEE Going Abroad, offers for quick sale 1915 
Broiigh, 3V2h.p., excellent condition; sacrifice £25. 
—Parkinson, 33, Weatbury Ed., "tt oodside Park, North 
Finchley. [X3917 


RIDER TROWARD, 78. High St., Hampstead.— 
1912 SVoh.p. T.T. Brown, re-enamelled, fast; 15 
gns. [6974 

1Q13 Brown-Precision 2^4h.p. Lightweight, Bosch, B, 
Xt' and B., Dunlop tyres, good condition; £16.— Pal- 
mer, 45, Coral St., \Tat6rIoo Ed., S-E. [6823 

3ih.p. Brown, Bosch, B.B., good running order; 
2 £6/10: appointment by post.— Private Henson, 
c/o 113, Coulsden Ed., Caterham, Surrey. [7010 


B.S.A., 1917 models H and K, with sidecars, in 
stock.— Moss, Wem. [X4190 

COLMGEE Depot, 261, Deaasgate, Manchester, foi 
immediate delivery of B.S.A. [0798 

.S.A.. 1913, 2-speed, exceptionally fine order, per- 
fect; £30.— WaUis Motors, Hereford. - [6872 



S.A., 3Vi;h.p., 1915, T.T., very fast, new; £40.-9, 
The Terrace, Hampton Wick, Middlesex. [6925 

S.A., 1912, good condition, fast, goi 
no offers.- A. Beck, 9, Hedon Ed., 

■d tvres; £17, 
HuU. [6915 

TVTEW B.S-A., chain drive, in stock; exchanges quoted; 
-L^ £66.— Motor Exchange, Horton St., Halifax. [6661 

B.S.A., 4i.ih.p., chain drive. 1916, sidecar, screen, 
lamp; £64.— W. Fuller, Baker, Semley Place, Eburv 
Sq., S.W. [6802 

B.S.A., 4^ih.p., 1914, chain drive, 3-speed, countershaft 
gear, B.S.A. Canoelet sidecar; offer.— Walshnms. 
60, Doughty St., W.C. [6812 

B.S.A., 1916, 4i4h.p., 3-speed, kick starter, speed- 
ometer, horn, lamps, original trres, unused since 
July; £55.— H. Jones, Anstey, Coventry. [X4215 

B.S.A., 1913-14, 2-speed, free engine, sy^h.p.. Spur 
sidecar, latelv overhauled by makers ; bargain, 35 
gns.— Owner, 27, St. John's Ed-, Putney. [6919 

"IQ17 B.S.A. in stock. Catalogues free. Spare parts 
J-t/ per return. lin. belts, as fitted by makers, 8/6, 
post paid.-Albert J. Pitts, Eedditch. Tel.: 91. [X0529 

B.S.A., model H, 3-speed, chain drive, with superior 
C.B. sidecar, lamps, horn, tools, etc., a very fine 
outfit; 60 gns.- Layton's Garage, Bicester, Qxon, [7068 

1 Q13 B.S-A. 2-speed, two in stock, belt drive, also 
X*/ one chain drive, £30 each : deferred pavments 
arranged.- Jones, Garage, Broadv.-av, Muswell Hill, 


B.S.A., 1914, 3",:^li.p., with lamps, tools, and speed- 
ometer, in good condition, a fast machine; £30, or 
good offer.— Tebb, Corpus Christi College, Cambridge. 
Tel.: 774. [6819 

B.S.A.. 1913, SVoh.p., Grado Multi, large head lamp, 
rear lamp, speedometer, horn, auxiliary tank con- 
nected to carburetter; £30.— Box L2,882, c/b The Motor 
Cycle. CD) [6830 

"IQ17 B-S.A.'s, all models from absolute stock; cash, 
XtF deferred, or exchanges, Douglases preferred.— 
Jones, Garage, Broadway, Muswell Hill. 'Phone : 
Homsey 2562. [7079 

B.S.A, 1914, 3-3peed, in good nmning order; any 
trial; owner having no further use for same; £40, 
or near offer.- F. Keel, 4, Eange Villas, Shepperton- 
on-Thames, Middlesex. [7031 

1 Q17 B.S.A.'s, models H and K absolutely in stock; 
X«/ also 1914 4 months' old model K, with No. 1 
B.S.A. sidecar, all lamps, etc., a rare bargain, £67/10,; 
deferred payments, exchanges.- Jones, Garage, JBroadway, 
Muswell Hill. [7085 



TRIUMPH, 3J h.p., 2-speed countershaft, Sidecar ... £32 
INDIAN, 1913, 7 h.p., coach-built Sidecar, 2-speed . . . .*£39 

ZENITH, 1914, 6 h.p., countershaft clutch model £60 

RUDGE, 1913, 5-6 h.p. Multi, with Rudge Sidecar £48 

ENFIELD, I9r2, 6 h.p., 2-speed, twin, Enfield Sidecar £29 

RUDGE, 1913, 3I- h.p. Multi, coach-built Sidecar 'S,iZ 

SCOTT, 1914, 3'] h.p., 2-sp., and Scott sidecar chrssis £47 
ZENITH, 1915. 3.1- h.p.. twin, clutch, and C.B. Sidecar £49 

P. & M., 3.\ h.p., 1913, 2-speed, C.B. Sidecar ȣ46 

JAMES, 4i h.p., 1914, 3-speed, Empress Sidecar ....*£55 
HUM6ER, 1915, 6 h.p., horizontal twin, like new, 

speedometer , *£78 

G.W.K., 1914, S h.p., just re-painted and overhauled £12ff 
G.W.K., 1915, 8 h.p., just re-painted, detach. wheeh*£165 

KNIGHT, 1914, II. 9 h.p., sporting body *£145 

SINGER, 1914, 10 h.p., dynamo hghting *£195 

SINGER, 1913. 10 h.p., 5 lamps, just beinj; overhauled. *£1 35 

SINGER, 1913 (late), 5 lamps, dickey '£140 

HILLMAN, 1915, 9.5 h.p., speedometer, little used. •£205 

MATHIS, 1914, 15 h.p., 5-seater, dynamo *£325 

DAIMLER 38 h.p. % Landaulette, C.A.V set • 

SWIFT, 1915, 10 h.p., dynamo, like new 'fiZSO 

BELSIZE, 1912, 10-12 n.p., dynamo, being re-painted. *£170 
CALCOTT, 1Q15, 10 h.p., dynamo, just overhauled. .♦£265 
BRISCOE, igi6, 15 h.p., 3-seat clover-leaf, as new. .*£190 
MAXWELL, 1911, 18 h.p., 4-seater, hood and screen. *£40 
FORD, 1913, 20 h.p., 5-seater, windscreen £60 

soko nnouNTS. 

DOUGLAS, 1915, 2j h.p., 3-speed, like new *£54 

DOUGLAS, 1913, 2} h.p., 2-speed, model V £48 

DOUGLAS, 1914, 2f h.p., 2-speed ȣ45 

DOUGLAS, 1914, 2I h.p., 2-speed, and kick-start . .•£46 

DOUGLAS, 1914, 2j h.p., 2-speed, Lucas horn ^£47 

TRIUMPH, 1912, 3i h.p. Standard touring model . . £19 

TRIUMPH, 1912, 3-1 h.p., clutch model, Bosch •128 

TRIUMPH, 1914, 4 h.p., 3-speed, Bosch *£48 

TRIUMPH, 1912, 3.Vh.p., Standard -touring ^£26 

TRIUMPH. 1913, si h.p., 3-speed, all accessories ...^£32 
INDIAN, 1914, 7-9 h.p., clutch model, speedometer .^£40 
INDIAN, 1915, 5 h.p., 3-speed, excellent condition . .*£48 

INDIAN, 1914, 7-9 h.p., 2-speed, spring frame *£44 

INDIAN, 1914, 7-gh.p., T.T. model, very fast *£41 

B S.A., 1914. 4 h.p., 3-speed, all chain ^£47 

B.S.A., 1916, 4i h.p., 3-speed, mod. K., speedometer*£60 
ENFIELD, 1911, 2$ h.p. twin, 2-speed, chain chive. .^£20 

ENFIELD, igii, 2-^ h.p. twin, Grado gear *£14 

HUMBER, 1914, 2I h.p. twin, light touring machine *£18 

HUMBER, 1914, si h.p. 3-speed, water-cooled *£38 

CALTHORPE, 1914 (late), 2i h.p., 2-sp., 2-str., runs on 

paraffin •£22 

NEW HUDSON, 3} h.p., 3-speed, only done 1,000 miles. 'fiSO 
IVY, 1915, 2.V h.p., 2-stroke, Senspray carbinetter .... £16 
RUDGE Multi, 1913 (late), 3^ h.p., Senspray, very fast. £33 
REX, 1914, 4 h.p., 2-speed, and handle start, suit side- 
car £28 

BROWN, 1911, 3i h.p., magneto, B. and B., good tyres £14 
PREMI^, 1913, 2i h.p., single-cyl., finehghtweight . . £14 
ALLON, 1915, 2i- h.p., 2-stroke, 2-speed, little mileage.*£30 

F.N., 1912, 2\ h.p., 2-speed, shaft drive £17 

LEVIS, 1913, 2 h.p., 2-stroke, countershaft (no gear) . . £18 

RADCO, 1916, 2 h.p., single-speed, almost new £20 

Machines starred (*) aie complete with lamps, horn, etc. 
1914 and 1915 DOUGLAS MACHINES bought far Spot Cash 

NEW 1917 nnoDEks. 

ROYAL ENFIELD 6 h.p. Combination £94 10 

ROYAL ENFIELD, 3 h.p., twin, 2speed £57 15 

ROYAL ENFIELD, 2^ h.p., 2-iipeed, 2-stroke £44 2 

B.S.A., 4| h.p., 3-.speed, all-chain, H, 1917 model . £66 

B.S.A., 4i h.p., 3-speed, belt, K, 1917 model £64 

e.S.A., 3.V h.p.. Model D, T.T £52 10 

ROVER, 1917, 31 h.p., 3-speed, solo £69 10 

ROVER, 1917, 3} h.p., T.T., PhiUpson pulley ... £61 10 
LEVIS, 2} h.p., single-speed, Popular model .... £32 

COVENTRY EAGLE, 2-stroke, de luxe £37 15 

A Fe.v 1916 ROYAL RUBYS to Clear. Send for Lists and 



1fkl6 SV,h p Precision Engine, Chafer-Lea frame, 
JLl/ TT" model, very sportv and brand new, never 
been ridden; a real good, cheap lot, £27/10; first v.ejrer 
will purchase,- Jones, Garage. Brcadway. Muswell ^ml. 


CHATEE-EEX. ZVA-V-, low built, spring folks. C.A.T. 
mag., B. and B. carburettei; £10.-388, Olapham 
Ed., S.W. ^, t6860 


CLTNO 1912 6h.p. Combination; £35/10.- Motor 
Exchange, Horton St., Halifax. [6663 

CLYNO a beautv, Canoelet sidecar, enamelled fo 
match, almost new; £42.-Bunting, Harrow. [6775 
CLYNO 1913-14, 6h.p., 3-speed countershaft, chain 
drive; £39/10.— Motor Exchange, Horton St.. 
Halifax. „ ^^ [6'5S2 


COI^NArGHT, 1914, standard model, lamp, horn, 
spares, etc., sound condition; £17.— Low, 36, Kenil- 
worth Ed., E.ahng. [X3932 

CONlSTAtTGHT, 1916, fitted Dunlop tyres and belt, 
guaranteed perfect order; £20.— Firth's, Wood- 
bridge Ed., Moseley, Birmingham. [X4197 
BIEiVnNGHAM Agent. P. J. Evans, John Bright 
St— 1917 models of the famous Connaught 2- 
stioke standard 234-3h.p. models, either solo or with 
sidecar; miniature models, single or 2-speed countershaft 
gear; prices from 27 gns. [X4166 

Coventry Eagle. 

COVENTRY Eagle, 1916, 6h.p., 3-sp6ed countershaft, 
coach sidecar, and accessories; cost £100, little 
used, £69/10.— Motor Exchange, Horton St., Halifax. 


All letters relating to advertisements should quote the number at the end of each advertisement, and the date of the issue. Aiq 


100^136 GB3rtlandSUondonW 


B.S.A., model E, 1915, 4Uh.p., 3-speed, with almost 
new semi-sporting coaehbuilt sidecar, lamp, born, 
etc., overhauled throughout, very sound outfit; £58.— 
Layton's Garage, Bicester, Oxon. [7067 

.S.A. Latest New Models can be delivered from 
stock; Chain drive model H, 3-speed countershatt 
gear. £66; chain-cum-b«lt model K, £64; MontgouieTV 
sidecars in stock to fit from 10 gns. ; your present 
machine can be taken as part payment.— Elce and ('", 
B.S.A. Agents, 15-16, Bishopsgate Av., Camomile St.. 
E.C. [0651 

4ih.p. 1915 B.S.A., countershaft. 3-5peed gear and 
4 kick start, free engine, fitted- with a handsome 
Middleton coaehbuilt sidecar, complete with all acces- 
sories, £60, guaranteed; also a solo B.S.A., same 
condition and model, 50 gns.— Wauchope's, City 
Agents for B.S.A. machines, 9, Shoe Lane, London. 
E.G. [6943 

B.S.A.'s.— Both 1917 models actually in stock; de- 
ferred payments, exchanges ; good prices paid on 
second-hand up-to-date machines ; also in stock, two 
1916 model H's, one with Swan sidecar, other with 
I'hfKnix, all accessories, condition Al, £68/10 each.— 
Lamb's, 151, High St., Walthamstow, and 50, High Ed.. 
Wood Green. lels. ; Walthamstow 169, and Horn.«T 
1956. [6876 , 


CALTHOKPE-J.A.P., 1916, 2-8peed, with lamp, horn, 
ridden 400 miles only; £35/10.— Lamb's, 151, High 
St., Walthamstow. [68S2 

CALTHOKPE Junior, 2-sp6ed, excellent condition, 
easy starter; bargain, £10, no oSers.— Harrison. 
55, High St., Eastleigh. [7014 

CALTHOEPE Junior. 1914, 2h.p., 2-speed, requires 
new ovlinder and camshaft ; 5 gns.— Cockburn. 
IJorisdens, Flower Lane, Mill Hill, N.W. [6822 

COLMOEE Depot, 31, Colmore Eow, Birmingham, 
have in stock all models of Calthorpes for im- 
mediate delivery; also at our Manchester Depot. [0799 
CALTHOEPE-J.A.P., 25,ih.n., Enfield 2-speed, pei- 
fect, almost new, enamel and plate unscratched; 
bargain, £26/10.-PhiUips, Tob.acconist, Ware HCTts^g 

iai6 Calthorpe, 2%h.p. J.A.P., Enfield 2-speed gear, 
Xi' horn lamp, accessories, run only 500 miles; ±2b. 
-ITrauhart. 49, Hurlingham Court, Putney Bndga^^ 

r^ALTHOEPE-J.A.P., 1916, 2-speea. free . engine, 
*-./ clutch, equal new, accessories; trial; bargain, £27;- 
owuer enlisted.-174, Barcombe Av., Stieatham Hill, 
S.W. f^^^* 

NEW Calthotpes on easy terms, 2% only extra charge : 
Latest lightweights, 23,4h.p. J.A.P engines, 2- 
sp6=d Enfield gears, sloping top bars,_ 36 gns.; also 
2Vlhp. 2-stroke models. £28/17/6.-^anchopes. Cal- 
thorpe's appointed agents, 9, Shoe Lane, London. [6944 


CAMPION-J.A.P. 1916 Combination, Bosch mag., 
fitted electric light, only slight use.-Applv, Box 
613, c/o The Motor Cycle. [X4094 

41hp 1914 All-black Campion-Precision, 2 speeds, 
3 g'rev Swan sidecar, splendid condition ; £60.-- 
Bancroft, 29. Belvoir Ed., Coalville. IXiSia 


,p(HATEE-LEA 5-6h.p Twin, £15: si^ec^'i. ^-Tfi^'Ll 
Kj May, 66, Greyhound Lane, Streatham, S.W. Ib/SJ 

8 ho No. 7 Chater-Lea Coach Combination, lamPs. 
spare chains, 700x80 tyres, speedometer ; ^J45.— 
F W , 31, Eelf Ed.. Peckham Eye. 


i8 Advertisements. 

THE MOTOR CYCLE.— (Supplement iv.) 

January iith, 1917. 

De Dion. 

DE DION, 2%h.E., B.B., new heavy rubber studded 
Kempsball back, accumulator, in good running 
ler, £7, or escbange for late Auto-Wlieel, must be in 

ood working order and condition, 
tamsgate Ed., Margate. 

-Chandler, Kalabani 


IQll Douglas, splendid condition, tyres good; £12. 
LZf 101, Tooting Bee Ed., S.W. 

DOUGLAS, late 1913, kick start, little 
sories, spares.— C. White, West Mersea. 


used, acees- 


DOUGLAS, 1914, perfect condition, fully euuipped ; 
£37/10.— S. Aldei-ton, 426, Strand, W.O. [6894 

DOUGLAS, 1914, 2-speed, T.T., Lucas lamps and 
horu,- £32.-2, Honywood Ed., Colchester. [7028 

1Q12 Douglas, 2-speea, large tyres, accessories; £28. 
If — Shand, 14, Brandram Ed., Lee, Loudon. [7012 


16 Douglas, nearly new, all accessories; £55.— 
Apply, MacLean, 9, Longfleld Ed., Ealing. [6778 

DOUGLAS, 2"jib.p., 1910, mag., ready tide away: 
£10.-152, Camberwell Grove, Camberwell. [6939 

LATE 1915 2';lh.p. Black Douglas, only run a few 
miles : £43.— Lewis, 61, London Ed., Twickenham. 


COLMOEE Depot, Birmingham, Leicester, and Livei 
pool, for Douglas motor cycles, also spare parts. 


DOUGLAS, 1913, 2 speeds; £30.— Smith, 16, Hayer- 
Btoek Hill, opposite Chalk Farm Tube Station. 


DOUGLAS, 23,4h.p., £15/10: 19J3 2-speed, wants 
tuning up, £26.— Motor Exchange, Horton St.. 
Halifax. [6664 

DOUGLAS, 1913, fast, perfect condition; £24/10; 
accessories.- Stewart, 110, Orchard Ed., Erding- 
;on. (D) [X4137 

DOUGLAS, 1912-13 T.T. model, wide tank, etc., 2 
speeda; £28.— P. J. Evans, John Bright St., Bir- 
ningham. [X4163 

Id 15 Douglas, in fine order, 3 speeds, lamps, horn, 
1.U numbers, etc.; £46.— Cross, Effingham Sq.. 
Elotherham. [X4156 

DOUGLAS, 2-J4h.p., single speed, good condition, 1913; 
must sell; £22/10.-17, Goldhawk Ed., Shepherd's 
Bush, London. [6863 

DOUGLAS.— Wholesale and retail West of Englauri 
agents ; write us your requirements. — Molfal 
leovil. Tel.: 60. [685£ 

DOUGLAS, 1913. 2-speed, in excellent condition, and 
well cared tor; £28.-E. Naldrett, MiMelds, Eow 
look, near Horsham. [6862 

RIDEE TEOWAED, 78, High St., Hampstead.- 
1913 T.T. Douglas, 2-3peed, 27 gns. ; 1913-14 
iitto, perfect, 32 gns. [6963 

DOUGLAS, 1913%, 2-speed, will climb any freak 
hill in the country, very fast. — Meeson, 35, Park 
it., Islington, London. [6932 

1 Q13 Douglas, T.T., 25^h.p., 2-speed, tyres and belt as 
i «/ new. thoroughly overhauled throughout ; 30 gns. 

Railway Garage, Staines. 


"I Q15 2S4h.p. 2-speed Douglas and accessories, in good 
l-iJ condition: £42/10; seen any time.— Bounds, Gar- 
age, 223, High Ed., Kilburn. [6898 

DOUGLAS, 1914, 2i'jh.p., kick start model, plating 
and enamelling in really fine order; £44/10.— 
Lamb's, 161, High St. Walthamstow. [6881 

EKICKHAM, Stokes Croft, Bristol.— 1916 3-speed 
• 2^;4h.p. clutch model Douglas, fully equipped, only 
ione about 400 miles; a bargain, £50. [X;3924 

DOUGLAS Specialists.- Gibb, Gough, London Ed,. 
Gloucester. Gibb, the Internationail Douglas rider, 
winner of numerous cups and gold medals. [2218 

DOUGLAS, 1914, T.T., 25/ii.p., 2-speed, in splendid 
tune, long exhaust pipe, very fast; £38, or near 
offer.- E. Kirkby, Estate Office, Hornby, Lancaster. 


DOUGLAS, 1915, T.T. model, complete with lamps, 
mechanical horn, in splendid condition ; accept 
£42.— Apply, 69, Hampton Ed,, Teddington, Middlesex. 

1Qi4 25ib.p. T.T. Douglas, horn, lamps, speedometer, 
At/ 3 spare covers. 1 tube, valves, springs, etc., new 
spare belt; bargain, £35.— Savage, 115, The Vale, Acton, 
W. [6827 

1Q15 2^.p. Douglas, W, 3-speed, clutch, engine 
-LJ/ perfect, ridden very little, nearly new, with 
iccessories; £52/10 —Eobinson's Garage, Green St., 
Cambridge. [7065 

DOUGLAS, 4h.p., T.T., October, 1915, 3 speeds, 
torpedo sidecar, spares, accessories, perfect condi- 
tion; seen any time; £53.— Eaudall, 88, Church Ed,, 
B,imes,_ S.W. [6926 

DOUGLAS, 1914, 2?lb.p., 2-speed, fully equipped, 
speedometer, accessories, and spares. — Pierre- 
husson. Primrose House Garage, Clarence Lane, Eoe- 
hampton, S.W. [6934 

1Q14 2'y^h.rt. T.T. Douglas, 2-speed, new Dnnlops, 
-li/ B170 saddle, 2 Lucas lamp sets, bom, Stewart 
speedometer, excellent condition; £38/10.— Eobinson's 
Garage, Green St., Cambridge. [7057 

DOUGLAS, 4h.p., and sidecar, 3 speeds, clutch, kick 
starter, new February, 1915, only used week-ends, 
lyres and condition excellent, spares; £70.— Newnhuni, 
51, Limes A^., New Southgate. [X3920 



ALLON, 2-stroke, 2-speed £42 

B.S.A., 4i h.p. 3-speed, chain drive £66 

B.S.A., 4i h.p., 3-speed, model K £64 

CALTHORPE, 2-stroke, 2-speed 33 jns 

CALTHORPE-J.A.P., 2| h.p., 2-speed . . 3S gns. 

ENFIELD, 2-stroke, 2-speed 42 g;ns. 

ENFIELD, 3 h.p., twin, 2-speed 55 gns. 

ENFIELD, 6 li.p. Combination 90 gns. 

ENFIELD, 6 h.p. CoTibination, with 

Lucas dynamo lighting set 105 gns. 

JAMES 2-sUoke, 2-speed £42 

JAMES 31 h.p. twin, 3-speed £69 

JAMES, 4I h.p., Combination £86 

NEW IMPERIAL, 2.V h.p., 2-speed 39 gns. 

NEW IMPERIAL, ' 2i h.p., 2-speed, 

clutch, and kick starter 46 gns. 

ZENITH-GRADUA, 3^ hp-, twin £62 

We spec'alise in exchange tans^ctions, and will 
allow full value for y:.ur old Motor Cycle or 

Light Car in P?rt Payment for any new one. 


The following is a selection from our large stock 
of machines of all types : 

CLYNO, 1914, 6 h.p. Co nbination, Lucas 

electric li^bt set, speedo iieter £38 

JAMES, 1915, 2j h.p., 2-stroke, 2-speed, 

Lucas lamp set, rear la np and horn £33 

ALLON, 1915, 2j h.p., 2 stroke, 2-speed .. £33 
MATCHLESS, 1913, 8 h.o., 2-speed, clutch, 

and kick-starter, all ac:essories £38 

ZENITH, 1913, 3J h.p., Gradua gear £30 

PREMIER, 1915, 3^^ b-p., countershaft, 3-sp. 

gear, lamps, and horn . ". £45 

CALTHORPE, 1915, 2i h.p., 2-str., 2-sp., 

headlight, rear lamp, horn, & speedometer £28 
VINDEC, 1911, 5 h.p., 2-sp., heidlight, rear 

lamp, horn, and coachbuilt Slecar £22 

CHATER-J.A.P., 1912, 8 h.p., countershaft, 

3-sp. gear, all-chain drive, aai coachbuilt 

Sidecar £45 

DOUGLAS, 1915. 2-3 iiP-- War Office model £50 

coachbuilt Combination, 3-sp.. lamps, and 

horn .\ £45 

TRIUMPH, 1914, 4 h.p., 3-speed £40 

JAMES, igi6, 2i h.p., 2-stroke, 2-sp., lamps, 

and horn £36 

B.S.A., 1916, 4i h.p., 3-sp.. ad-chain drive, 

lamps, horn, and Canoelet Sidecar ...... £63 

ROYAL ENFIELD, 1914, 3 h.p., twin, 2-speed £32 
DOUGLAS, 1910. 2^ h.p., lamps, and horn . £15 
CALTHORPE M!NOR, 1914. 2 h.p.. 2-speed, 

and free engine £15 

CALTHORPE-J.A.P., 1915, 2^ h.p., 2-speed, 

lamps, and horn , £30 

Deferred Payments accepted for either New or 
Second-hand Goods. 


Official Repairers to 
R.^.C, A.C.U., A.A. & M.C7. 

418, Romford Rd., Forest Gate, E. 

Telephone : 490 East Ham. 
Telegrams: "Egaraco, London." 


DOUGLAS, 2?ili-p., 1913, 2-spcca, T.T. bars, ne 
Irame (late pattern}, engine overhauled by make: 





1 Q14 Douglas, 2^/4h.P-, 2-speed gear, P. and H. lamps, 
-■-*/ good tyres and belt, recently overhauled, easy 
starter, in splendid condition, very fast; what oflers?— 
Heuing-hem, Eriarwood, Daveutry [Xft087 

DOUGLAS, 1912, 234h.p., tick start model, com- 
plet-6, and fully equal to the average 1914 
machine, very good engine, machine OTerhauled; £26. 
— Layton's Garage, Bicester, Oxen. [7070 


,, _ ^ _. _„ makers 

October, 1915, mider 1,500 miles since, privately 
owned, carelnlly driven, no Pilhon or sidecar work, tank 
re-enamelled, appearance very good, machine running 
well; reason for sale, bought W.D. model; £33, acces- 
sories.— Richards, 3, Arundel St., 6trand. [6931 


3 h.p. Twin Enfield, in_perfect condition: 
Chilton, High St., Watford. 

COLMORE Depot, 31. Colmore Row, Birmingham, 
for immediate delivery of Enfields. [0801 

3 h.p. Enfield, little used; £32, offers; must sell.— 18, 
Gowlett Rd., Peckham. Appointment. [6792 

1 Q14 Enfield Combination, sprung handle-bars, new 
-Li/ condition; £52.— Ross, 86, High Rd., Lee. [6781 

Enfield, 3h.p., all accessories, very fast; £39. 
Ross, 86, High Rd., Lee. [6782 

ENFIELD, 1916, 6h.p., dynamo lighting outfit, hood 
and screen; £85.— Box L2,872, c/o Th& Motor Cycle. 


EEICKHAit, Stokes Croft, Bristol.-1915 2-speed 
• 3h.p. Enfield, all accessories, condition as new; 
£40. [X3925 

ENFIELD 3h.p. Twin, 2-Bpeed, free, pedal start, good 
order, fast; £20.-14, Dodbrcoke Rd,, ^\ est Nor- 
wood. [0878 
ENFIELD, 6h.p., and sidecar, grand outfit, had little 
use; bargain, £65.-156, Stockport Rd., Gee Cross, 
Hyde. [X4091 

ENFIELD Combination.— New models in stock; 6h.p. 
2-speed £94/10; cash, exchange, or deferred pay- 
ment terms. — Below. 

ENFIELD Combination, 1916, 6h.p., 2-speed, dynamo 
lighting outfit, good condition; ^£80.— Elce and 
Co., 15-16, Bishopsgate Av.^ Camomile St., E.C. [0480 

-| 013 2^/ih.p. Enfield Twin, 2-8p©6d, clutch, Binks 3- 
Xt/ jet, little used; £21, or close.— H., 9, Trafalgar 
Rd., Eirkdale, Lanes, [514083 

1 Q17 6h.p. Enfield Combination, almost as new, and 
J-U accessories; seen any time; £85.— Bounds, Gar- 
age, 223, High Rd., Kilbuin. [6895 
ENFIELD 1916 6h.p. Combination, little used, guar- 
anteed perfect condition throughout, complete with 
accessories; £69.— Moss, Wem. [S14193 
"IQ16 Royal Enfield, 3h.p., delivered November, mile- 
-i-U age 250; cost £61, cash £53.— Marcus Draper, 
R.F.C., Exeter College, Oxford. [6913 

6 h.p. Royal Enfield 1913 Combination, in very fine 
order; £45.— Smith, 16, Haverstock Hill, oppo- 
site Chalk Farm Tube Station. [7051 
IRMINGHAM Controlling Agent, P. J, Evans, John 
Bright St.— 1917 Enfield models actually in stock 
for immediate delivery.- See below. 
1Q17 6h,p: Enfield Coachbuilt Combination, with 
Xt/ apron and mat, 2 speeds, clutch and starter, 90 
gns.; extra for hood and screen, £4/19; Lucas lighting 
set, 15 gns. J 8h.p. J.A.P. engine, £2.— Below. 
Id 17 3h.p. Enfield, solo or sidecar mount, 2 speeds, 
Xt/ clutch, and kick starter; 55 gns.; sidecars from 
7 gns,— Below. 

1017 Enfield 2-8troke, 2i;lh.p., 2 speeds, with free 
Xt/ engine, clutch, 42 gns.— P. J. Evans, John Bright 
St., Birmingham. [X4169 

16 Enfield Combination, lamps, mechanical horu, 
wind screen, spare valves and chains ; £72.-4, 
Thornton St., Eempston, Bedford. [7043 

3 h.p. Enfield, 1914-15, 2-speGd, kick start, lamps, horn, 
speedometer, back rest, good condition; £34.-27, 
Malmesbury Park Rd., Bournemouth. [7047 

16 Enfield Combination, Lucas dynamo lighting, 
speedometer, practically new; bargain, 80 gns.— 
M., 5, Rugby Mansions, W. Kensington. [7011 

ENFIELD, 3h.p.. late 1915, kick starter, new tyres, 
in new condition, all~accessories ; £39, or near.— 
W. Ayers, Garage, Kensington Palace, W. [6868 

ENFIELD 1916 Combination, not done 1,000, triple 
screen, Stewart meter, all spares; £80; expert 
examination.— Moyse, Photographer, Muswell Hill, N. 

15 6h.p. Enfield Combination, in perfect condition, 
P. and H. ; £62/10; lamps, Lucas horn, and ac- 
cessories; seen any time.— Bounds, Garage, 223, 'High 
Rd., Kilburn. [6896 

ENFIELD Combination, 90 gns. ; 3h.p. twin, £57/10; 
2-speed, 2-stToke, £45; delivery from stock.— 
Exeter Motor Cycle Co., Ltd., Bath Rd., Exeter, and 
Tavistock Rd., Plymouth. [0838 

RIDER TROWARD. 78. High St., Hampetead.— 
19X3 Enfield coachbuilt combination, good con- 
dition, 39 gns.; 1914 Enfield coachbuilt oombination, 
perfect, all tyres new, 49 ens. [6961 

"I 016 6h.p. Enfield Combination, complete with lamps, 
X*/ speedometer, horn, and accessories, not done 800 
miles, perfect; 75 gns.— Wellboy Garage, Woodford Rd.. 
Forest Gate. Tel. : Stratford 309. [6869 . 






A20 AH letters relating to advertisements should quote the number at the end of .each advertisement, and the date o5 the issue. 

January iith, 1917 

THE MOTOR CYCLE.— (Supplement v.) 

Advertisements. 19 


10 16 3h.p. 2-speed Clutch Twin Enfield, acetylene 
Xt/ liead and tail lamps, meehauical hoTn. full kit 
tools, new Palmer cords, new October, run 200 miles ; 
cost £61, cash £52.— Hunstone, Exeter Cottage, Oxford. 

IQlS 31i.-p. Enfield, 2-speed. kick start, Millers head 
J- *y and Lucas lear lamps, mechanical horn, Thomp- 
soQ-Beunett ma?., ridden 500 miles only ; bargain, 
£42/10.— Robinson's Garage, Green St., Cambridge. 


ENFIELD 6h.p. Combination, late 1916, speedometer, 
lamps, tools, indistinguishable from new, new, silent 
and powerful, and guaranteed perfect throughout: £75, 
accept Douglas or Triumph part.— 280, Cambenvell Rd.. 
S.E. [7045 

ENFIELIJ, late 1916 3h.p. twin Royal Enfield, 2- 
speed, cliain drive, 26x2|^ l-'almer cord trres, lamp, 
horn, and tail lamp, not done 500 miles, and guaranteed 
as new: £42.— The Premier Motor Co., Aston Ed., Bir- 
mingham. [6843 
ENFIELD, 1916, 3h.p., 2-speed, kick start, complete: 
cost £60, accept £46; this machine has been used 
50 miles only, and is offered because owner, wounded 
leg, finds it impossible to use a motor cycle.- Layton's 
Garage, Bicester, Oxon. [7071 

ENFIELD Sh.p. 1917 2-seater Combination. £97/10/3; 
3h.p. solo models, T.T. touring, £57/15; actually 
in stock : gond prices offered tor up-to-date machines in 
part exchange; deferred terms if desired. Also 1916 
^.p., horm 3 lamps, condition unscratched, £85; 3h.p. 
1916. ridden 2.000 to 3,000 miles, £45/10; and two 
1915's. 3h.p., all accessories, ridden under 1,500 miles, 
£43/10 : and 1916 commercial combination, new two 
months ago, ridden 400 miles. £87/10, all accessories.— 
Lamb's. 151. High St., "Waltbamstow, aud 50, High 
Ed., Wood Green. Tels.: Walhamstow 169, and Horn- 
sey 1956. [6878 


RIDER TROWARD. 78, High St., Hampstead.— 
Excelsior. 3h.p., Bosch, new carburetter, dropped 
top tube, pan saddle; 8 gns. [6975 

EXCELSIOR. 1916. 7h.p., 3-speed, and coach side 
car, used for demonstration; £69/10. cash bar- 
j gaifis— Motor Exchange. Hortou St., Halifax. [6666 

BRITISH Excelsior, 4Voh.p., late 1913, coachbuiH 
sidecar, Sturmey-Archer 3-speed hub, free engine, 
speedometer, 3 lamps and generator, 2 horns, and watch, 
tyres nearly new, tools, in sound condition, little used: 
- 35 gns.— Smith, 54, Wellington St., Luton. [X414i 

EXCELSIOR, special New Tear Bargain.- Brand new 
American Excelsior, 7h.p., 3-speed, with all latest 
improTements, new type kick starter, gear box, me 
chanical oil pump, etc., as listed at £75, our price £6E 
cash, or with special Montgomery coachbuilt sidecar. 
enamelled to match, £80.— To be obtained only from th*r 
. Premier Motor Co., Aston Rd., Birmingham. [6844 


FAFNIR Combination, 2-speed, mag.; £20'; good con- 
dition.— John Ash, 140, Powis St., Woolwich. [6867 
3ih.p. Fafnir Combination (no bodv}. mag.. B. and 
2 E., N.S.U. 2-speed, ready "to ride; £12/10.- 
Garage, The Green, Southgate, N. [X4213 


33.h,p. F.N., Bosch mag., clutch, splendid condition, 
4 £10: also 1912 F.N., 4-cyl., clutch. £15.-Smith, 
16, Haverstoc'k Hill, opposite Chalk Farm Tube Stiitinn 

1Q11 F.N., new gears, tank, bars, Amac, dropped 
-!-«/ frame, economical, fast, reliable, splendid 
condition; £18.— Voss, 103, Churchfield Rd., Acton. 
(D) [6935 

"IQ14 Grandex-Preeision, Si/oh-p,. 3-speed Sturmey 
X«7 sear; £13/15, bargain.— 54, Seymour Rd., Lev- 
ton, E. [6899 

"|Q15 Harley-Davidson Combination, all brown model, 
Xt? all accessories; £62.— Ross, 86, High Rd., Lee 
_ [6784 

T A. STACET. 12. Ecclesnll Rd.. Sheffield, for im- 
V • mediate delivery of HarleTrDavidsons. Spares, 24 
hours' service. [6244 

IQlS Harlev-Davidson, -3-speed, fully equipped, with 
-*-«/ special Swan sidecar, lamps, etc.; £65.— Ray. 10. 
Elms Buildings, Eastbourne. [6806 

HARLET-DATIDSON, 1915, 7-9h.p., with Ivy side- 
car, all accessories, first-class order; £60.— Manning- 
ton, Gravel Walk, Canterbury. [X4171 

LATE 1915 Harley-Davidson, 7-9h.p.. MiUford side- 
car, splendid condition: owner called up- bargain, 
£60.— J. Bardwell, Belle Yue, Mansfield. [X4056 

COLMORE Depot, Birmingham, Manchester, Liver- 
peel. Leicester, for immediate delivery of all 
models of Harley-Davjdsons, and spare parts. [0802 

TWIN-CTL. Sh.p. Hariey-Davidson Motor Cycle, 1915 
model, as new, onlv nm 800 miles ; would accept 
£70, or offer, for a quick sale.- Robb, Chiltley i'lace, 
Liphook. [6814 

HARLEY-DAYIDSON, 1915, dynamo lighting model. 
gone 3,000, good condition; £55, or near offer; anv 
inspection invited.- Hawkes, 11, West Heath Av^ 
Golders Green. [6825 

HARLEY-DAYIDSON 1915 Combination, new side- 
ear, fully equipped, spares, tools, tyres unpuuctured, 
perfect condition; first comer £53; no letters— 6. 
Lorenzo St., Pentonvillo Rd., King's Cross. [6840 



5 "A Happy New Year to our Friends S 
at Home and at the Front." 9 

S We feel it opportune to send a few extracts p 

jg from letters received from our clients at g 

g Home, from the Front, the Navy, and B 

■ the Colonies during the past year. B 

2 We trust it will help to promote confidence 


3oth September, 191 6. 

Sirs, — I have to thank you for the prompt reply 
and supply of goods. You are the first motor 
accessory supply firm thai I have as yet found- 
who take the trouble to reply per return. 

Here, away from all sources of supply, it is 
highly desirable to be able to get certain types 
of accessories per return. 

I want three more of your catalogues — two for 
colleagues and one for this mess. Six or eight of 
us have machines. 

22nd December, 1916. 
Dear Mr. Taylor, — Many thanks for your letter 
enclosing account and for getting the chassis off 
so promptly. It is a pleasure to deal with a firm 
where promises are kept in these times. — H.B. 


15th June, 1916. 
The wheel arrived safely and promptly, for 
which I thank you. Your firm is the only one 
which seems to consider the interests of their 
customers, and your promptness in carrying out 
orders make* it a pleasure to deal with you. 
Yours faithfully, 


Sturminster Newton, 

, 27tb July, rgrd. 
The speedometer is now working satisfactorily. 
In conclusion, may I express my keen appreciation 
of the very impartial manner j'ou havt dealt with 
this matter. 

May you enjoy all the success you deserve, as 

firms such as yours are not to be met every day 

of the week ; in fact, one in a lifetime is a'l one 

gets, aud then they consider themselves lucky, ^ 

Again thanking you, and no doubt we shall do ■ 

business in the future. J" 

Yours faithfully, ■ 

CS.T. g 

S. Africa, 

5th June, rgrs. 
Dear Sirs. — The goods arrived in good order and 
condition, for which many thanks. 

I am particularly pleased with the mechaoical 
horn. It is strong, and has a fine note of warn- 
ing — not jarring to the OLrves, as is usual \vith 
other makes. 

Yours faithfully, 


S. Africa, 
nth September, rgi6. 
I am well pleased with the mechanical horn 
and Marvel \'ulcaniser received a few months ago. 
Yours faithfullv, 


Grand Fleet, 

rgth January, rgifi. 
Dear Sirs, — Goods received from you very satis- 
factory and on top Une. Lamp arrived safe, with 
postal order covering balance. 
I remain, 

Yours truly, 



Showrooms: 21a, STORE STREET, W.G. 
Wholesale: 38, ALFRED PLACE, W.C. 

Garage: 12, Tottenham Mews, W.C. 

'Phone — Museum, 1240. 
Telegrams — "Dynametro, Westcent, London." 



LATE 1915 Harley-Davidson Combination, fully 
equipped, excellent condition, £80 ; cash or easy 
terms.— E. E. Jones (Garages), Ltd., Swansea. [0861 

HAKLEY-DAVIDSON 1916 Models delivered from 
stock on the best terms for cash, exchange, or 
deferred payments. Sidecars in stock to fit.— Elce and 
Co., 15-16, Bishopsgate Av., Camomile St., E.C. [0552 

HARLEY-DAVIDSON. late 1915, full electric equip- 
ment, disc wheels, special semi T.T. bars, Swan 
touring sidecar, just overhauled, not done 2,600; any 
trial; £90, offers considered.— Write or call, W. Manlev, 
62, Albert Hall Mansions, London, S.W. [6808 

RIDER TROWARD, 78, High St., Hampstead.— 
1916 Harley-Davidson coachbuilt combination, 
cost over £100, mileage 500, 79 gns.; ditto, with 
dynamo lighting, mileage 100, unscratched, indis- 
tinguishable from new, cost £120, 95 gns. [6962 
HARLEY-DAVIDSON" 1916 Model 16F and Canoe- 
let car, wind screen, big E.R.S. lamp, Stewart 
horn, ridden 600 to 700 miles approsimately, really 
good thing, £89/10; and 1916 model 16P, electrically 
equipped, with genuine H.D. sidecar, Cowej- speed- 
ometer, ridden 900 miles only, £92/10; very good thing; 
deferred payments, exchanges.— Lamb's, 151, High St., 
Walthamstow, and 50, High Rd., Wood Green. Tels.: 
Walthamstow 169, and Hornsey 1956. [6879 

HARLET-DAVIDSOX, special New Tear bargains for 
cash buj'ers.— Bra nd new model 1 IF, 7-9h.p., 3- 
speed, makers' present list price £93, our price £75 
cash: also model IIJ, 7-9h.p., 3-speed, with dynamo 
electric lighting outfit, makers' present list price £102, 
our price £80 cash. These machines are brand new, 
not shop-soiled, and not yet unpacked from makers' 
cases. The number is limited, and early application is 
necessary to secure delivery at these prices. Gloria side- 
car, enamelled to match, £20; Gloria Model de Luxe, 
with spring wheel, £25; Montgomery American model, 
£16.— The Premier Motor Co., Aston Ed., Birmingham. 


HAZLEWOOD, 2^4h.p. J.A.P., S-speed, free engine 
and clutch, 1916 carburetter, recently overhauled, 
new piston and bushes fitted, trip mileometer, mechani- 
lal horn, tools, etc.; any trial; £19, or nearest ofEer; 
■idled up.— Unstead, 11, St. Andrew St., Bethnal Green. 


RIDER TROWARD, 78, High St., Hamnstead.- 
1915 Henderson, Bramble 20 gn. underslung 
coachbuilt sidecar, dynamo lighting, mileage 2,000, 
indistinguishable from new, cost £112; 65 gns. [6964 


1Q14 2^4h.p. Hobart, Sturmey-Archer S-speed, excel- 

J-t/ lent condition; £20.— Clayson, 27, Bridge St., 

Northampton. [X4136 


HUMBEE, 234h.p., and sidecar; £7/10; must sell.— 
Mallory, Sherburn, York. [6833 

1014 SVoh.p. 3-8peed Humber, lamp, etc.; £35; cash 
L*/ or easy terms.— E. E. Jones (Garages), Ltd., Swan- 
sea. [0863 
1 Q12 2-speed Humber, £18/10; new Middleton -wicker 
J-J/ sidecar, £4/10.— Mosedale, 30, Canterbury Rd., 
liilburn. [6770 
I Q 13-14 3*/^h.p. Humber, Roc improved 2-speed gear.- 
i*/ decompressor, and sidecar; £28.-80, Bispham 
Rd., Southport. [X4101 

HUMBEE, 1914, Sh.p., water-cooled, 3-speed. Mills- 
Fulford sidecar, lamps, and horn complete, splendid 
>ondition: £85.— Fryers, Hereford. [X4055 

HUMBER, sy-h.p., well kept, perfect order, reliable; 
£19, reasonable offer not refused; after 8 o'clock. 
—17, Michigan Av., Manor Park. [X4093 

HUMBER Combination. 3M:h.p.. 2-speed. free, mag., 
B. and B., fast, in fine order and condition; £18 
-Head, 31. Hamthorpe Rd., West Norwood. [0870 

HUMBER, 1915, 3V-)h.p., 3-speed, nearly new; special 
price, £57/10.— E'seter Motor Cycle Co., Ltd., 
Bath Rd., Exeter, aud Tavistock Rd., Plymouth. [0842 

HUMBER, 3V2h.p., 1911, 2-speed, handle start, Cowey 
speedometer, coach sidecar, wind screen, spares, 
excellent condition; trial; £25/10; seen Sunday, or by 
appointment. 'Phone: Hop. 624.-149, Links Ed- 
Tooting Junction. [X4055 
Id 17 S'Ah.p. Humber, twin horizontal engine, semi- 
Lt/ T.T. oars, handle-bar controlled clutch, quite 
aew, just delivered. £75; with MiHs-Fulford coach side- 
car complete. £88 ; Douglas machines taken in part 
exchange.- Robinson's Garage, Green St., Cambridge. 


1015 Indian, 5h.p., 3-speed. KjS., like new; £46.— 
LV Boss, 86. High Rd., Lee. [6785 

7h.p. Indian Combination; £38: exchange lightweight. 
—Brown, 96, Phosnis St., West Bromwich. [X4081 

INDIAN. 7-9h.p., 1914, 2 speeds, spring forks, elec- 
tric horn, tyres excellent; £30.~Cleverly8, Oxted 


MODEL G 1916 Indian and Phoenix Sidecar, very 
little used; i75.— Chilton, High St., Watford. 

"I Q 14 7-9h.p. T.T. Indian Combination, clutch, disc 
JLt7 wheels; £30.— Clough, New Hall Hey, Rawten- 
stall. [6772 

LATE 1915 5-6h.p. Indian, fitted with Canoelet side- 
car, grand condition; £55.— Lewis, 61, Loudon Rd., 
Twickenham. [6828 

All letters relating to advertisemeata aliQttld ftuote tha number at the end of each advertisement, and the date of the issue. a2I 

20 Advertisements, 

THE MOTOR CYCLE.— (Supplement vi.) 

January iith, 1917. 




1Q14^^ 7-9h.p. Indian Combination, electrically 
J- tf eqmpped. and guaranteed perfect ; £45.— 20, 
Wliitley St., Heading. [7109 

INDIAN", 1915, 3i/..h.p., 3 speeds, clutch, tiete Btaiter, 
and sporting- sidecar; £48, or near offer.— Locke, 
c/o Clayton's Garage, WalUngtou, Surrey. [7024 

1 Q16 T-T. Indian Powerplus, 3-speed, and acoes- 
-L*^ sories, in good condition; seen any time; £57/10. 
—Bounds, Garage, 223, Higii Ed., Kilburn. [6897 

INDIANS.— 1915 7h.p. 3-speed De Luxe combination, 
£58; 5h.p., 3 speeds, coach torpedo sidecar, 50 
gns.— P. J. Evans, John Bright St., Birmingham. [X4165 

INDIAN" 1915 6h.p. Combination, 3-speed, kick stait, 
clutch, as n&w; going atvay; must sell; £58, no 
cflers.— Lieutenant, Foxwarren Park, Cobham, Surrey. 


INDIAN, 7-9h.p. (1914), good as new, little used; 
owner at Front; will be sold by auction January 
16th, I917.-Charle8 ICuskett, 88, Station Ed., New 
Southgate, N. [6621 

INDIAN, 7-9h.p., elntch, kick starter, all accessories, 
in new condition; £38; or with coaclibuilt sidecar 
and P. and H. lighting set, £45, no offer,— King, 73, 
HiU St., Peckham. [7097 

1 Q16 (Aug.) 5h.p. Indian and 16 gn. sidecar, 3 
■M~*y speeds, kick start, run 1,000 miles, and in brand 
new condition, runs beautifully; £68, no offers,— Box 
618, c/o The Motor Cycle. [X4200 

INDIAN, late 1914, 7-9h.p., spring frame. 35 gn. 
Gloria Projectile sidecar, electric lighting, speed- 
ometer, spares, perfect condition, smart turnout ; photo ; 
£65, bargain.— 60, Wright St., Horwich, Lanes. [6818 

1 Q16 7-9h.p. Indian Powerplus de Luxe Combination, 
-L*? mag., dynamo electric lighting set and horn, new 
condition, used few trial runs only; cost £111, saorifice 
£95, or exchange Ford car.— 67, Far Gosford St., Cov- 
entry. [X4095 

INDIAN, late 1916 Powerplus, 3 speeds, clutch, kick 
starter, accessories, sporring coachbnilt siderjar, all 
disc wheels, fast, excellent condition ; any trial ; very 
sporting turnout ; £65 ; letters only.— Invalided, Hard- 
nicke, Lindfield, Sussex. [6858 

INDIAN, 1916 models in stock. I have a few model 
C's left, £78; speciftcation includes 7-9h.p., 3 
speeds, countershaft, clutch, and kick starter, spring 
trame, and electric lamps and horn, £78.— P. J. Evans, 
John Bright St., Birmingham. [X4167 

INDIAN 1916 5h.p. Twin, T.T. model, 3-speed, kick 
starter, 28 X Sin. heavy Dunlop tyres, Stewart 
speedometer, and mechanical horn, all tools, very fast 
machine, in excellent condition; £55.— The Premier 
Motor Co., Aston Ed., Birmingham. [6846 

1 Q16 (Aug.) 7-9h.p. Powerplus Indian, Millford side- 
it/ car, dynamo lighting, 3 lamps, electric born, 
spring frame, 3 speeds, speedometer, Dunlops unpunc- 
tured, only done 1,800, as new; best offer over £80; 
owner going overseas; seen any time. — Bos L2,888. c/o 
The Motor Cycle. [6813 


RIDER TEOWAED. 78, High St., Hnmpst*^n.i - 
1915 Ivy, 2-speed, 2-stroke, perfect; 24 gns. [6969 

IYY, 1915, 2-stroke, 2-speed, perfect condition, lamps, 
horn, etc.; £30.— H, Brown, 31, Lithos Ed., Finch- 
ley Ed., Hampstead. [6856 

JAMES 1915 SVob-p. Twin, 3-speed countershaft, 
lamp, and horn, little used; £52.— Fryers, Hereford. 


COLMORE Depot. 261, Deansgate, Manchester, havt^ 
in stock complete range of James motor cycles. 

"I Q 16 4'^h.p. James Combination, used for demon- 
J-*J stration runs; £70.— X'arker and Son, St. Ives, 
Hunts. [70-4 1 

JAMES 4^4h.p- Combination, new toachbuilt sideenr, 
3-speed countershaft, speedometer; £37,'10.— Boyce, 
27. Turnpike Lane, Hornsey. [6905 

"I Qll James, 3V2h.p., free engine, new belt and tyres 
X ?/■ splendid order, spring frame; £15.— Wallis,- 7, 
Lower Hillmorton Rd., Eugby. [X4010 

JAMES Lightweight, 1915, 2V2h.p., 2-stroke, had very 
little use, and equal to new; £28 cash.— The Pre- 
mier Motor Co., Aston Rd., Birmingham. [6847 
JAMES 1914 4iiih.p. Coach Combination, counter- 
shaft gear, and accessories, £44/10; also 1915 
model. £56/10.— Motor Exchange, Horton St., Halifax. 


JAMES, 1917 model, for immediate delivery from 
stock. Big four combinations, with and without 
Lucas dynamo lighting set; SVoh.p. twin, and 2-strok 
models.— P. J. Evans, John Bright St., Birmingham. 


J.E.S. Lightweight, Amac carburetter, Lycett saddle, 
good condition, recently overhauled; £12.— Ljn-en- 
der, Gedney Hill, Wisbech. [7026 


TC|X5 J.H., M.A.G. 2-cyl. engine, 3-speed, mileage 
-i- iJ ahout 600, good condition ; cost £65.— Speer. 
Powyseourt, Balcombe, Sussex. [6838 

1 Q16 J.H., 6h.p. M.A.G. engine, 3-speed Stuimey- 
JLt/ Archer countershaft gear box, h.b.c. clutch, Binks 
carburetter, all in grand condition, and as new, very 
fast; £50.— Jones, Garage, Broadway, Muswell Hill. 





Few can ^qual our great selection 
for Numlrer, Value, Variety, and Low 
Brice in the most sought after New 
Jlodels and perfect Second-hands that 
save buyers many pounds and give 
unsiu-passable satisfaction for unique 
value and completely satisfactory 
riding condition. 



Fully detailed Lists sent free, including : 
ALLDAYS ALLON, 2-stroke, 2-speed . . .£44 17 9 
ALLDAYS ALLON, 2-stroke, 2-sp., clutch£48 9 

6 h.p. ENFIELD Combination, 2-seat.Sc. £102 

7 h.p. INDIAN, Model G, 3-speed £75 

4-5h.p. ZENITH, Model D £73 18 

2i h.p. LEVIS, 2-stroke, Popular model . . £32 
2J h.p. NEW IMPERIAL, 2-speed, k /start £48 S 
2I h.p. NEW IMPERIAL, 2-speed, Model I £40 19 
2|h.p. CALTHORPE, 2-stroke, 2-speed .. £34 13 
2! h.p. CALTHORPE-J.A.P., 2-speed .... £39 18 
2I h.p. LEVIS, 2-5p., Model E, chain drive £47 10 
2? h.p. SPARKBROOK, 2-stroke, 2-speed. £40 
5' h.p. CLVNO, Mihtary Model, with Side- 
car, spare wheel, and luggage grid . . .£108 3 

6 h.p. ENFIELD Combination, elec..equip.£110 5 
2{ h.p. ENFIELD, 2-stroke, 2-speed £44 2 

7 h.p. INDIAN, Model C, 3-speed £78 

3 h.p. ENFIELD, Model 140 £57 15 

=i h.p. INDIAN, Model B, 3-speed £70 

ii h.p. B.S.A., Model H £66 

4i h.p. B.S.A., Model K £64 

2,1 h.p. DIAMOND-J.A.P., Enfield 2-sp gear £40 19 

2 V h.p. O.K. JUNIOR-J.A.P., 2-speed £38 

2i h.p. EXCELSIOR, 2-stroke, 2-speed ... £39 5 
2ih.p. EXCELSIOR, 2-stroke, single gear. £30 16 

2j h.p. EXCELSIOR, lady's model £46 10 

2Vh.p. SPARKBROOK, 2-stroke, 2-speed. £40 



f All above New Models and a big show 
of Second-hands, including many almost 
new. Full IJsts free, including : 

1916 4 h.p. CALTHORPE Com".; 2-sp., F.E. £60 

1915 6 h.p. CLYNO Com., complete equip. £65 
igr? 6 h.p. ENFIELD Com., dyn. lighting £75 
4 h.p. PREMIER, twin, 2-sp., and Sidecar £26 

1916 7 h.p. INDIAN & Sc, Mod. C, as new £68 
1914 6 h.p MATCHLESS-J.A.P. and S'car £44 
I9r6 AUTO-WHEEL, with Raleigh 2-speed £15 
8 h.p. HUMBERETTE, complete, perfect, 

full equipment. Special £68 




All above New Models and Scotland's 
biggest show of thoroughly reliable 
Second-hands, all perfect, and many as 
new. Full Lists free, including : 

1915 2\ h.p. ROYAL RUBY, 2-str., Vilhers 
engine £21 

1Q15 aVh.p. CALTHORPE, 2 stroke £21 

1913 si h.p. B.S.A., belt drive, 2-sp., F.E. £25 
1913 3\ h.p. ROVER, 3-speed, Lucas head 

lamp, generator, horn, speedometer.. £27 

1913 s'.-h.p. RUDGE Multi, lamp and horn £35 
igi-l- 7~ h.p. INDIAN, spring frame, 2-sp., 

with Gloria coach Sidecar, full equip. £42 
1917 5-6h.p. CLYNO Com., 3-sp., kick, war 
khaki finish, interchangeable wheels, 
spare and tyre, head and rear lamps, 
2 generators, horn, carrier, only used 
few miles ; cost £114 ; as new £95 

1914 2| h.p. DOUGLAS, T.T., speedometer 

and accessories £35 

1016 2^- h.p. EXCELSIOR, 2-stroke, 2-sp.. £39 
6 h.p. BRADBURY, 3-speed, and Sidecar. £43 10 

1916 2.1 h.p. INDIAN, used only 50 milfs. £44 

1915 2I h.p. DOUGLAS, Model U, 2-speed £46 

1914 4} h.p. B.S.A., with torpedo Sidecar. £48 10 

1916 il h.p. B.S.A., 3-speed, coach Sidecar £63 

1915 7 h.p. INDIAN, spring frame, and 
Indian Sidecar £5& 10 





KEBET, 2i/2h.p., going order; £4/10.— S3, Clive Ed., 
West Dulwich. [X4099 

23,h.p. Kerry, less battery, engine life© new, vertical; 
A- £5.-80, Bispham Ed., Southport. [S.4100 

KEEBT, 2'4h.p. ; owner called up: £S, offer; must 
sell.— Clement, 2, Windsor Ed., Camberwell. [7048 
KEEET-ABINGDON, 5h.p., 3-speed, etc., perfect, 
and fully equipped, and fitted with a new Mills- 
Fulford coachbnilt sidecar; £35. — Smitli, 199b, King 
St., Hammersmith. [6998 


LEVIS, latest, brand new, single and 2-speed models 
in stock.— Moss, Wem. [X4191 

LBV18, just OTerhauled; £16/10.— Kint, 52, Brod- 
rick Ed., Wandsworth Common. [6901 

LEVIS, 1915, new condition, -very fast; £22, or near 
offer.— 45, Hurst Grove, Bedford. [X4037 

LEVIS Baby, 2i4h.p., perfect; £20.— W. and H. Motor 
Co., Ltd.. 287, Deansgate, Manchester. [6593 

7 016 Leyis, -month old, perfect throughout; 25 gns. 
■Lif —245, Hammersmith Ed., London, W. [6909 

"IQ16 Levis, perfect condition, hardly used, lamps, 
-LU horn, etc.— Bay, 10, Elms Buildings, Eastbourne. 


RIDBE TEOWAED, 78,-^ High St., Hampstead.- 
Levis Popular, 1915, mileage 2,000, perfect; 13 
gns. [6973 

COLMOBE Depots, Birmingham . and Leicester, for 
delivery of all models of Levis motor cycles from, 
stock. [080* 

1Q16 2^.p. Levis, as new, under 200 miles, com. 
J-U plete; £40.— Tucker, Clunes, Four Oaks, Bir- 
mingham. [X4124 
LEVIS, 2-stroke, excellent running order, Bosch mag., 
T.T. bars; £12/10, lowest.— Xewnham, 223, Ham- 
mersmith Ed., W. 'Phone: 80. [6983 


RIDEE TEOWAED, 78, High St., Hampstead.— 
1915 Lincoln Elk, 4iih.p., 2.speed countershaft 
gear, hand clutch, kick-start, powerful sidecar or solo, 
machine, mileage 5,000 ; 29 gns. [6966 

"I Q14 Lincoln-Elk, 3h.p., clutch, excellent condition, 
-LiJ complete with lamps, horn, etc., Bosch mag., 
nearly new Palmer tyres ; special bargain to clear, 
£16/10; exchanges.— Newnham, 223, Hammersmith Edi, 
W. 'Phone: 80. [6981 


RIDER TEOWAED, 78, High St., Hampstead.— 
1912 L.M.C., 3V.,h.p., very good order; 12 gns., 
bargain. [6976 


RIDEE TEOWAED, 78, High St., Hampstead.— 
Lugton-Precision, 1914, 4h.p., T.T. clutch model, 
^ood order; 21 gns. [6972 


MATCHLESS, 4h.p., 2-speed, T.T. bars: £30; com- 
bination wanted.— S.G., Oakhurst, Eastrop, Basing- 
stoke. [6779 
61i.p. Matchless and Millford sidecar, complete lamps, 
horn, numbers, etc. ; £44.— Cross, EJfiugham Sq., 
Eotherham. [X4157 
ll/fATCHLESS 6h.p. 2-spced Coach Combinatioir; 
iVL £42/10, or exchange.- Motor Exchange, Horton 
St., Halifax. [6668 

MATCHLESS-J.A.P. Combination, 8h.p., 1915, 3 
speeds, speedometer, Lucas lamps. Low generator, 
new tyres, excellent condition ; £75. —Box 614, c/o The 
Motor Cycle. [X4086 


MINEEVA Sh.p. Twin, very powerful and fast; £15, 
or cycle in part ; appointment.— 4, Eoupell Build- 
ings, Brixton Hill, S.W. [6794 


"I (1^14 Motosacoche, 2V>hp-, single speed, Bosch, new 
JLV Avons; £12.— Wright, 185, Silverdale Ed., Tun- 
uidge Wells. [6865 

-New Hudson. 
1Q16 2Vih.p. 2-strok6 2-3peed J^ew Hudson Light- 
X iy weight, slightly shop-soiled ; £33 cash.— Manby, 
Kirkgate, Wakefield. [X4114 

NEW Hudson, 2V^h.v., 2-specd, 2-stroke; £38.— Exeter 
Motor Cycle Co., Ltd., Bath Ed., Exeter, and 
Tavistock Ed., Plymouth. (0840 

1 Q13 3-speed New Hudson and sidecar, all in perfect 
Ji*y order and condition, all lamps, etc.; £30.— Jones, 
Ijarage, Broadway, Muswell Hill. [7087 

NEW Hudson 1912-13 SVnh.p. Combination, 3 speeds, 
clutch and starter, good condition, £28: 1912 com- 
^lination, £22.— P. J. Evans, John Bright St., Birming- 
ham. [X4164 
NEW Hudson Big Six Combination, C.B., counter* 
shaft, clutch, 3-speed, speedometer, lamps, etc., 
perfect condiition; trial arranged.— 13, St. Swithins, Win- 
chester. [X4206 
"I Q15 4h.p. New Hudson and Sidecar, 3-speed couater- 
X iJ shaft gear box, all in splendid order and con- 
dition, all lamps, etc. : £52 ; deferred payments arranged. 
—Jones, Garage, Broadway, Muswell Hill. [7088 

NEW Hudson, 1912-13, S'/oh.p., 3-speed, clutch, kick 
start, gears just overhauled at cost £6 by specialist, 
E. and B., Bosch, new belt and spare, dropped foot- 
rests, semi T.T., long exhaust ; £26/10.— Brown. 4, 
Grove Gardens, Isleworth. [7016 

A22 AH letters relating to advertisements should auote the number at the end ol each advertisement, and the date of the issue. 

January iith, 1917. 

THE MOTOR CYCLE.— (Supplement vii.) 

Advertisements. 21 


New Imperial. 

14-15 Imrerinl-Jap. 2\-2h.V: 2-speed: £24.— Eoss. 

-■ High Kd., Lee. [6787 

EW Imperial, latest 2I2I1.P. and 6h.p. models in 

stock.— Crow Bros., Guildford. [6367 

17 New Imperial Lightweight. 2 speeds; 39 gns.— 
Motor Exchange. Hortou St., Haliias. [6670 

COLMORE Depots, Manchester and Leicester, for im- 
mediate deliver}- ot New Imperial motor cvcles. 

1Q15 New Imperial-Jap, in fine order, complete, 
J-tf lamps, etc.: £25.— Cross, Jeweller, Eotherham. 


TVTEn^ Imperial, almost new, not ridden 200 miles, 

, i-* full.v equipped; what oflfers?— S. Alderton, 426, 

Strand, W.C. [6893 

J A. STAGEY, 12. Ecclesall Ed., Sheffield, for Im- 
• perial-Jap. the finest ligUtweight on the market : 
delivery from stock. [6246 

BIEMIXGHAil Agent, P. J. Evar.te, John Bright St- 
—1917 New Imperial models in stock for immedi- 
ate delivery; 2"^4h.p. 2-speed models, 38 gns. ; also clutch 
models for light sidecar work. [X4194 

"IQ16 New Imperial, new September, 2 speeds, 2 
J-«^ lamps {P. and H.), 2 generators, horn, spares, 
£pare tank, vaporiser, perfect condition, ridden 600 miles ; 
£32.-79, Clarence Ed., St. Albans. [S4059 

1Q14 T.T. Norton, Brooklands special, 1916 Philip- 
J-*J son, all accessories: £38.— Lieut. Stansbie, 14, 
Montpelier Eow, Blaekheath. [6809 

10 15 Norton, T.T.. Philipson puller, not been used 
«/ in 1916. absolutely like new, very fast; what 
ofiers?— Hick, Sherburn, York. [6834 

"VrOETON, 1914, Big Four, complete -with Bowser 
-L^ 2-seat C.B. sidecar, lamp, horn, etc., almost new 
condition thoughout, owner on service: ofiers wanted.— 
Jiayton's Garage, Bicester, Oxon. [7072 

TUOETON. 191614, Siih-p., T.T., 3-speed countershaft, 
-*-^ with Jsorton sporting sidecar, lamps, horn, etc.; 
70 gns. : consider 254h.p. Douglas part exchange.— C/o 
Smith, Clifford House, Holmer St., Hereford. [X4119 

NOETON Big 4 Combination, in very fine order, 
luggage grid, petrol tin carrier, sidecar brake (Mr 
Norton's demonstration machine, as illustrated in cata- 
logue), belt drive, 3-speed Stunnev hub. Sin. tyres- £55. 
— \\ allis. Motors, Hereford. [6871 


N.S.U., 3h.p., 2-spesd, £14/10; S'Ah.p., 2 speeds, 
£17/10; bargain prices.— Motor Exchange, Horton 
St., Halifax. [6669 

"I Q13 3h.p. N.S.U., wants slight overhaul, only wants 
J- 17 seeing, 2-speed, etc.. guaranteed nothing broken 
or worn out: a bargain, £13/10.— Jones, Garage, Broad- 
way, Muswell Hill. [7089 
T>AEE Bargain.-1913 3h.p. twin N.S.U., 2 speeds, 
-*-t new tyres and belt, splendid condition, very fast 
and powerful, guaranteed perfect, aU accessories; only 
£14.— Brown, Gloucester Ed., Chesjerfleld. [X413S 


i^.E-'s in stock, MA.G. £42/10. JA.P. £38- 
V-' Youngs, 2 and 3, The Parade, High Ed., Eilt.nrn 

/^.E. Junior, late 1915, J.A.P. 2V2h.p., 2-speea, lamps 
^-' accessories, very little used: £28.— Davis, Acacia, 
Coleman Ed., Belvedere. [S4084 

O.K., 1916, 4-stroke, 2-speed. connfershaft. elal'orate 
accessories, spares, and tools, as new: £25.— Head 
31, Hainthorpe Ed., West Norwood 10867 

TO 14 O.K, 4-stroke, 2-speeds, engine and gears in 
-i-tf splendid condition, tvres uupunctured, 100 m.p.g. ■ 
£16. lowest.— Eichardson, 298, FuUiam Ed.. S.W. [6918 

O.K. Junior, Mark VI., 2-speed countershaft, splendid 
condition, delivered from works June 3rd, 1916 
very little used for 3 months: £30/10. no oilers — 
Hooper, Castle Worts, Mere, Wilts. [6799 

P. and M 

P. and M.. 1913, S'.^i.p. coachbuilt combination- 
£40.-Tuke and Bell, Ltd.. Motor Dept., Carlton 
Engineering Works, High Ed.. Tottenham, N. [4916 

11112 3>ih.p. P. and M., 2-speed, kick starter model, 
-t-t/ and coachbuilt sidecar, new tyres, splendid run- 
ning order; £28 cash.— Manbv, Kirtgate, Wakefield 


and B., free engine, 

, „.^..^^., ^^^. £25: owner joined 

up.— Purser, 331, Wick Ed., Hackney Wick. [6912 


PEEMIEH, 3i4h.p.. fully eouipped. just overhanlcd; 
bargain, £22.-52, Elm Grove, Southsea. [6826 
PEEMIEE, 1912 SVJh.p., 2 speeds; £21/10, or with 
sidecar £25/10.— Motor Exchange, Horton St 
Halifax. [6671 

1Q14 3%h.p. Premier, 2 speeds, coachbuilt sidecar- 
J-*J £45; cash or easy terms.- E. E. Jones (Garages) 
Ltd.. Swansea. [0823 

1 014 Premier, SVjh.p., S-speed countershaft gear box, 
-if and sidecar, very comfortable machine, been per- 
fectly kept in splendid order and condition ; £47 - de- 
ferred pa.vments arranged.— Jones, Garage, Broadway 

K-6h.p. Twin Peugeot, Bosch. B. 
^ Pilliouf sidecar, overhauled : 


u h.p. ENFIELD 1916 Com , speedometer, 

hood, screen £85 

6 h.p. ENFIELD r9i6Com.,scarccl>'used, 

and accessories £85 

3! h.p. P. & M., r9r4, and P. & M. coach 

.Sidecar, perfect condition £55 

2} h.p. CONNAUGHT, rgre, only shop- 
soiled, lamp, horn £29 10 

2.1 h.p. RADCO, I9r4, single-speed £15 li 

2| h.p. DOUGLAS, 1914, 2-5p., excellent 

order £44 10 

2i h.p. JAMES, 1915, 2-sp., new tyres, 

accessories £25 10 

4 h.p. TRIUMPH, I9r4, 3-sp., and Swan 

Sidecar, heap accessories £49 10 

6 h.p. MATCHLESS, r9t2, 2-sp., and 

coach Sidecar £29 10 

3! h.p. HUMBER, 1912, 2-sp., and Sidecar, 

many accessories £25 10 

4i h.p. B.S.A., model H, 1916, Swan Side- 
car, hood, Lucas 70/- lamp. Miller's 
tail lamD, Lucas horn, Stewart speedo- 
meter . ; £68 10 

35 h.p. ROVER, r9i3, T.T. model, all 

access,, long exhaust pipe, 2 lamps . . £32 10 

2i h.p. ALLDAYS ALLON, 2-sp., dutch 

model, all accessories £36 10 

2I h.p, NEW HUDSON, late 1914, 2-.sp. . £23 10 
2} h.p. A.J.S., rgr5, 2-sp., k.-start, hand 

clutch, new tvTes £44 10 

2I h.p. COVENTRY EAGLE, 2-sp., 2-5tr., 

superior finish, special price £39 10 

2I h.p. JUNO-VILLIERS, 1916, mileage 

about roo, accessories £33 10 

4I h.p. B.S.A., model H, and Phoenix Side- 
car, screen, mileage 700 £68 10 

7-9 h.p. HARLEY-DAVIDSO*), mod. r6F, 

and Canoclet Sidecar, big F.R.S. set £89 10 

3 h.p., ENFIELD, 2-sp., k/start, ridden 

r,5bo miles only £43 10 

3 h.p. ENFIELD, 1915, 2-sp., T.T. handle- 
bars, mileage 1,000 £43 10 

3 h.p. ENFIELD, I9t6, 2-sp., k/start. 

Standard equipment £45 10 

7 h.p. MATCHLESS, T9r4, model SB, and 
new Canoclet IVIatchless Sidecar, and 
accessories, splendid condition £73 1 

3 h.p. ROVER, dry battery ignition ... £71) 
23 h.p. CALTHORPE-J.A.P., 2-sp., and 

accessories, ridden about 400 miles . . £35 10 
7-9 h.p HARLEY-DAVIDSON, mod. 16F, 
1916, elec. equip., mileage r,975, 2 
sidecar lamps, speedometer, with 

genuine H.D. Sidecar £92 10 

6 h.p. ENFIELD Tradesmen's Comb., all 

accessories, mileage about 400 £87 10 


SAXON, 1915, II h.p., 2-seater, Stepney, 

speedometer, lamps £112 10 

BELSIZE, late 1914, 10-12 h.p.. Commercial 

Car, mileage 6,000 '. £185 

DEFERRED TERMS if desired ; 5% extra. Pay- 
able quarter down and balance in 12 monthly 
instalments. Substantial discounts if clearei 
within I, 3, or 6 months. 


Muswell Hill. 


151, HIGH ST., 




Walthamstow 169. 

5 minates Hoe St. (G.E.R.) 

Alsoat 50, HIGHRD., 



(Only depot in this district). 
'Phone : Hornsey 1956. 

Hours— 9 to 8.30. 
Thursdays, 1 o'clock. 



PREMIER 2V2h-P. Lightweight, late model, complete 
and little used; accept £20.— Layton's Gnrage. 
Bicester, Oxon. [7073 

RIDER TROWARD, 78, High St.. Hnmpstend.- 
1914 Premier, 2-speed countershaft gear, 3"Ah.p., 
good Older; 27 gns. [6970 

1 Q14 Premier. 2V)h.p., 3-speed. clutch, all nccessories: 
J-i/ £24.-Sraith, 16, Haverstock Hill, opposite Chalk 
Farm Tube Station. [7053 

*|A13 3V.h.p. Premier, new tyres, tubes, belt, engine 
At/ excellent order; £19/10.— D. Geary, 76, Fife St.. 

'O'incobank, Sheffield. [X4116 

"1Q12 Premier Motor Cycle and Sidecar, 3y2h.p., 2- 
j J-*^ speed, free engine, kink start; £28.— Corrie. 64, 
I Claj-Iands Rd., Clapham, S.W. [6916 

CHEAPEST Bargain ever offered.— 4]i. p. twin Pre- 
mier, 1913, clutch model, OTerhend valves, new 
tyres and belt, just overhauled by makers, condition 
throughout as new, £8 worth accessories on hnndle-bnrs; 
accept £24, or with 10 gn. Millford all cane sidecar (as 
new), £30.— Amber House, Gloucester Rd., Chesterfield. 


QtrADRANT, SVah-P- Bosch, B. and B., spring forks, 
good tyres; £12.— Bromley, Appledore Station, 
Kent. [X4204 

QUADRANT. SVih.p., spring forks^ mag.; pood tyres 
and belt, good order, and fast; £12.-14, Dodbrooke 
Rd., "VTest Norwood. [0872 

QUADRANT, 1912, 4h.p., 2-speed. and sidecar. 
£29/10; 1913 7-9h.p.. countershaft gear, chain 
drive, coach sidecar, £45 / 10.— Motor Exchange, Hor- 
ton St., Halifax. [6673 

RADCO, 1916, countershaft 2-speed. mileage under 
200, like new, fullv equipped : bargain, 25 gns. ; 
must sell.- 136, Dalmally Rd., Croydon. [6928 


REGAL Precision, 2^4h.p. T.T. model, Kemp^hall 
tyres, first-class condition; £16/10.-21, Fulhain 
Rd., Sparkhill, Birmingham. [X4199 


REX 6h.p. Twin, Bosch, free engine, B. and B., 
spring forks; bargain, £10/10.— Lornie, Alvth. 


REX, SVah.p., sound throughout, good tyres; £5, no 
ofiers; worth double.— 14, Dodbrooke Rd., West 
Norwood. [0379 

REX, SVoli-P-. mag., spring forks, re-enamelled, good 
tvres. in good order; £10.— Head, 31, Hainthorpe 
Rd., West Norwood. [0869 

REX 5-6h.p. Combination, Bosch, 2-speed, handle 
starting, excellent condition, Carrol coach sidecar ; 
£19/10.— Stanworth, Old Tong Fold, Bacup. [X4207 

REX, 5h.p., underslung sidecar, waterproof mag., Amac 
carburetter, belt and tyres nearly new, in perfect 
ruuning order; ofEers.— 58, Tranniere Rd., Earlsfielfl. 

T>EX 5-6b.p. Twin Combination, 2 speeds, free. 
-tV handle start, Bosch. B. and B., nearly new tyres, 
spare valves; trial run; £23, no offers. — Ridehalgh, 
Inkerman St., Bacup. [6993 

REX. 1913, bought June, 1914, 6h.p. twin combina- 
tion, 3-speed, kick starter, coachbuilt sidecar, com- 
plete with lamps, tools, etc.; £40.— Firth's, Woodbridge 
Rd., Moseley, Birmingham. [X4I93 

REX 7h.p. Twin, handle starting, £23/10; 1913 6h.p. 
2-speed Rex Sidette. £36/10: 3>Ah.p. mag. model. 
£14/10; 5V'h.p. twin, £15/10.— Motor Exchange, Hor- 
ton St., Halifax. [6674 

3ih.p. Rex and Sidecar, B. and B., Bosch, Dunlop 
2 lin. belt, 2-speed, free, kick start, nearly new 
tyres and tubes, lamps, horn, mirror, toolbags, good 
ruuning order; trial; £25 cash.— Harding, Acomb, York. 


ROyER, new 1917 latest combinations, solo, and 
T.T. models iu stock.— Moss, Wem. [X4192 

T> OYER, 1914, 3y2b.p., 3-speed, lamps and horn, semi 
-tV ,.'.^, bars, very fast; £45.— Fryers, Hereford. 

1 Q 14 Rover Combination, 3-speed, lamps ; accept 
-M-iJ £50, ofiers.— Parker and Son, St. Ives, Hunts. 


ROVER Combination, S^jh.p., 3 speeds, and clutch. 
perfect order; £45.— Piercy, 255, High St.. Houns- 
low. [6797 

ROVER.- Two new 1917 models, 3J^h.p., 3-siieed 
countershaft, complete.— Davies, Green Garage. 
Barmouth. [7044 

ROVER 3i/-h.p. Clutch Model, sound but not smart; 
£16, bargain; must clear.— Layton's Garage, 
Bicester, Oxon. -« [7075 

BIRMINGHAM Agent for Rovers, P. J. Evans, John 
Bright St.— 1917 models in stock for immediate 

delivery.- See below. 

"I Q17 3i^h.p. Rover Coachbuilt Combination, 3-speed 
-LiJ countershaft gear and De Luxe sidecar; 85 gns.— 

1Q17 3V^h.p. Rover, sporting model, racing or semi 
X^J racing handle-bars; £56/10; extra for baud- 
controlled Philipson pulley, £4/10.— P. J. Evans, John 
Bright St., Birmingham. [X4170 

All letters relating to advertisements should quote the number at the end ol each advertisement, and the date of the issue. a2^ 

22 Advertisements. 

THE MOTOR CYCLE.— (Supplement viii.) 

January iith, 1517. 



ROVER, 1915, Dearly new. horn, lamps, tools, com- 
plete; £45.— Lingiug, Melview, Old Shoreliam Rd., 
I'lestouville, Brighton. [6831 

ROVER, 3J/_.h.i)., T.T. special, 3-speed, and chitoli. 
very fast, a real sporting bike; £30.— Longman 
Bros.. King St., Acton. [7100 

ROVER. T-T., 1913, perfect running condition, tyres 
new, fast, been taken care of; £19.— Sliaw, Elonay, 
Westbury Rd., Woodside Park, N. [7023 

ROVER, 1915, 3y2h.p., 3-speed countershaft, Lucas 
lamp set and horn, fine condition; £47; with side- 
far £5 extra.— Pike, 102a, Clmrch St.. Chelsea. [6861 
ROVER.— New models in stock; 3h.p, countershaft 
3-speed £69/10, also SV^h.p. with Pbilipson 
pulley, T.T. bars, £61/10; cash, exchange, or deferred 
pavment terms quoted.— Elce and Co., 15-16, Bishops- 
gate Av,, Camomile St., E,C. [0481 
ROVER, late 1914, SVoh.p., 3-speed, and clutch; this 
has had most careful attention, and is equal to 
new, straight from the original OAvnei" to us, engine 
i-ompletely overhauled, and a g-uaranteed machine: real 
bargain, £36.— Longman Bros., King St., Acton. [7099 


Royal Ruby. 

Royal Ruby, 2-speed, 2-Etroke; 18 gns. 
ROYAL Ruby, one only, brand new 1916 2^-4h.p. light- 
weight, Villiers 2-str-oke engine, Dunlop heavy 
rubber studded tyres; £29/10 cash, a real bargain.— The 
Premier Motor Co., Aston Rd., Birmingham. [6848 


31h.p. Rudge Multi; £60; cash or easy terms.— R. 
2 E. Jones (Garages), Ltd., Swansea. [0864 

1 Q12 3V^h-p. Budge, free engine, good condition; £25. 
it/ — R. E. Jones (Garages), Ltd., Swansea. [0785 

RUDGE, SVoh.p., 1914, good condition, httle used.— 
Curtis, Longcroft, Maple Rd., Harpenden. [X4015 
RUDGE, 1912, SVjli.P-. 2-speed, ■ coach sidecar, 
£29/10; 1913 SVsh.p. Rudge Multi, new coach 
sidecar, £37/10.— Motor Exchange, llorton St., Hali- 
fax. [6672' 
LATE 1914 Rudge Multi and sporting Bramble side- 
car, lovely condition throughout, had little use: 
any trial; sacrifice £56; absolute gift.— Else, Dimi)le. 
Matlock. [X4131 

3ih.p. Rudge Multi, F.E., clutch model, lamps, horn, 
2 mirror, all accessories, perfect condition ; bargain, 
£26, or offer.— H. W. Warner, 136, St. Anne's Rd.. 
South Tottenham, N. . [7003 

RUDGE Malti, 1916, SVoh.p., was supplied new by 
us June last, mileage aliout 1,000; it has been 
continually under our notice, and we can vouch for its 
• ■ondition ; equal to new, and only a little soiled; great 
bargain, £42/10.— Longman Bros., King St., Acton. 
'Phone: 1578 Chiswick. [7098 


5-6h.p. Sarolea, 2-speed, E. and B. carbuiretter, tyres 
good order; £10.~Bourn6, Grocer, Canteiburv. 



COLMORE Depots, Birmingham, and Manchester, foi 
Scott motor cycles. [080c 

SCOTTr 3^4h.p., 2-speed, new tyres and chains: sacri- 
tice £28.— E.T., 9, Hamlet Rd., Chelmsford. [X4122 
SCOTT, 2-speed, kick start, good condition; bargain, 
£14.— Apply after 6 p.m., 12, Koslin Rd., A'-tnn. 


SCOTT, 1911, twiQ engine. smh-V-, 2-speecl, waier- 
cooled. chain drive, good tyres, lamps, horn, tools ; 
£25; owner under orders.— Sergeant Turner, 118, Oak- 
ridge Rd., High Wycombe. [X4096 
THREE Scotts.— One 1913 T.T. 2-speed, 28 gns.: 
one 1913-14 T.T, 2-speed with underslung sport- 
ing sidecar, 34 gns.; one 1914-15 model, perfect, 
38 gns.— Troward, 78, High St., Hampstead. [6960 

33.h.p. Late 1915 Scott and eoachbuilt sidecar, de- 
■4 velops 6h.p., kick start, 2-Bpeed, clutch model : 
(.■ost £95; good as new, complete with accessories; £55, 
or near offer.— Lieut. Morten, Garwood House, Over- 
strand Norfolk. [6917 

Olh.p- Singer. Bosch, h.b.c, low, good condition ; 
/W2 £8/15.-52, Latimer Rd., Forest Gate. [6856 

SINGER, 2y:.h.p., clutch model, sound but not smart; 
£18.— Layton's Garage, Bicester, Oson. [7074 

SINGER. 1913, SV^h.p., 3 speeds; coach sidecar; 
£33/10.— Motor Exchange, Horton St., Halifax. 


3ih.p. Singer, 1912, clutch model, perfect runniut; 
2 order; £20, or nearest offer.— Donelly, 26, Valnay 
St., Tooting. [7038 

SINGER, 1914, 2%li.p., free engine, good tyres, new 
lielt; £19: called up.— Portlock, Terriers, Hipli 
AVyeombe, Bucks. [6S11 

RIDER TROWARD, 78, High St., Hampstead. - 
1913 Singer, aV^h.p,, new tyres, overhauled, many 
accessories; 16 gns. [6965 

SINGER, 2h.p., Druid forks, B. and B. carburetter, 
Bosch mag., M.A.G. engine, accessories, enamel 
and plating as new; £18.— Head, 31, Hainthorpe Rd.. 
West Noi"wood. [6938 


LATEST Model Sparkbrook Lightweight, 2-spGed, T.T. 
model- £40.— Clark and Co., Motor Engineers. 


3 s"""! 






g = ..S S = a 


RIDER TEOWAED, 78, High St., Hampstend.— 
1915 Sun-V.T.S., Z-speed, perfect; 24 gns. [6968 

COLMORE Depots, Eirmiiigham and Manchester, for 
delivery from stock ot all models of Sun motor 
cycles. [0807 

SUJSf-VIlLIERS Model de Luie. 2-strolie, absolutely 
new; sacrifice £25.-108, Runoorn Rd., Moseley, 
Birmingham. [X4063 

KICKHAM, Stokes Cvoft, Bristol.— 1915 Styi.p. 
Sunbeam, all accessories, .just overhauled ; a bar- 
gain, £65. [X3926 
1Q15 SVsh.p. 3-speed Sunbeam Combination, fully 
J^*y equipped, escellent condition; £80; cash or easy 
terms.— R. E. Jones (Garages), Ltd.-, Swansea. [0862 


1 Ol^ 3y:.h.p. Sunbeam with eoachbuilt sidecar, all in 
iv fine order and condition; £52/10; deferred pay- 
ments or exchanges.- Jones, Garage, Broadway, Mus- 
well Hill. [7092 

1 Q16 3Vjh-p. 3-speed Sunbeam, 2 Lucas lamp sets, - 
J~0 mechanical horn, Dnnlops, ridden under 1,000 
miles, condition guaranteed; £75.— Robinson's Garage, 
Gieeu St., Cambridge. [7059 

SUNBEAM, late 1914, 6h-p., luxurious Gloria side- 
ear, 5 attachments, speedometer, 3 lamps, horn, 
^atch, all exceptionally line condition; £80, near offer; 
after 7.— S., 54a, Eedclifle Sq.. Earl's Court.. - [X4148 

T Q16 7-9h.p. M.A.G. Sunbeam Combination, very 
-I t/ little used, in perfect condition, hood, screen, 
lamps, speedometer, and spare wheel and tj're ; £125, 
01 exchange.— Colmore Depot, 211, Deansgate, Mnn- 
fhester. [6891 

SUNBEAM, 1914 (late), Bh.p., 3-speed, lamps, horn, 
speedometer, with Burbury sidecar, special 
chassis, adjustable wind screen, good condition; bar- 
gam, £82. — Elce and Co., 15-16, Bishopsgate Av., 
Camomile St., E.G. [0492 

SUNBEAM, sy^h-p., 1916, for sale, semi T.T. handle- 
bars, new spare inner tube, lamps, speedometer, 
elt , very little used, perfect, Russian War Office model; 
will accept 70 gns. for fiuick sale.— Apply, J. Weiner, 
32, Shaftesbury Av., W.C. [6854 

3ih.p. 1915 Sunbeam and De Luxe Sidecar, fitted 
2 with Lucas lighting set, tools, a complete up-to- ^ 
date combination, condition absolutely ns new, includ- 
mg finish and mechanical parts and sidecar, handsome ' 
tumout, ready for the road, and fully guaranteed; 80 
gns.— Wauchope's, 9, Shoe Lane, London. [6942 


SWIFT, 3Vjh.p.. 1911, with light sidecar, powerful 

engine, excellent running order, good tyres, small 

mileage,' decompressor, Multi pulley, accessories : £22. 
—Pearson, Wayside, Monmouth, fS3930 


3 ill. p. T.U.C., with Armstrong 3-ffDeed gear aud free- 
2 engine, and all latest fitments, with eoachbuilt 
sidecar, in good condition ; cheap.- 46, Moss Lane. Bram- 
hall, Cheshire. [X4121 - 


TORPEDO-PRECISION 2-speed Lightweight, recently 
overhauled; £16/10.— Motor Exchange, Horton 
St , Halifax. [6676 

"I (rtlS Triumph and sidecar, 3-speed; £35.— Ross, 86, 
X«:/ High Rd., Lee. [6790 

TRIUMPH, 1911, clutch, nice machine; i!20.— 11, 
Luna Rd., Thornton Heath, S-E. [702^ 

3ih.p. Triumph, clutch model, in fine order; £20, no 
2 ofVers.— 14, Dodbrooke Rd., W. Norwood. [0874 

TRIUMPH, clutch model. 1914; first £25.— W. and 
H. Motor Co., Ltd., 287, Deansgate, Manch<>stpv. 


TRIUMPH Junior, equal to new condition, tyres ana 
accessories likewise ; 30 gns.— Bunting, Harrow 


Beldam Retreads 

THE easiest way to save monej' is to 
liave a Beldam Retread instead of a 
new tyre — -as long as the canvas is 
good. The cost, comparatively, is trifling, 
and you get thousands of , extra miles — . 
possibly more than from the original tread. 
Send old covers to us and we will quote you. 
The Beldam Tyre Co., Ltd., Brentford, 

3ih.p. Triumph, clutch model, perfect condition: £24.- 
2 —Apply by letter, Oaklea, Cheapside, Woking. 


TRIUMPH. 3'/2h.p.. hand clufoh, perfect condition 
throughout; 12 gns.— 245, Hammersmith Rd., Lon- 
don, W. [6907 
TRIUMPH, 1912, 3y2h.p., clutch, excellent condi- 
tion, with lightweight sidecar; £25.— Foxtin, Staple- 
ford, Cambs. [X4097 
TRIUMPH. 3'/2h.p., 1912, plate dutch, good tyres, 
good order, and fast: £19.-14, Dodbrooke T?d.. 
West Norwood. [0873 

TRIUMPH, T.T., Sy^h.p., late 1910, with Lucas 
lamps; £19/10.— Bentley, Medcalf Rd., Enfield 
Lock, Middlesex. [X4089 

BABY Triumph, very good condition, engine just over- 
hauled by makers, lamps, etc. ; £32.— Bull, St. 
Giles' Sq., Northampton. [X4130 

1 Q08 Triumph, 3y2h.p., Bosch, B. and B., grand 
J-*7 order: ride reasonable distance; £15.— Howe, 9, 
Broughton Rd., Ipswich. [6798 

TRIUMPH, 3y2h.p., 1912, free engine, perfect condi- 
tion, £24; sidecar, £3/10; appointment only.— 21a. 
Broadway, Stamford Hill. [7017 

LATE 1914 3-speed Triumph, with Montgomery side- 
car, fully equipped, and as new, done 2,000 ; 
£47/10.-20, Whitley St., Reading. [7110 

JJoncaster. 'Phone; 176. 
A24 All letters relating to advertisements shpuld quote the number at the end of each advertisement, and the date of the isstie. 

Advertising and Publishing Offices: 
20, Tudor Street, London, E.G. 

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Hertford Street, Coventry. 

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Telephone : 10 Coventry (live linesj. 


Northern Offices : 
Deansgate, Manchester. 

Tdegrajivi ; 
■niet'lioiie : 

" Iliffe. Manclieeter."' 
6'20 City. 

' Subscription Rates: Home, 6s. 6d.; all countries abroad, 10s. lOd. per annum. 

Colonial and Foij^ign Agents : 
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Sou --ir AFEIO.A— Central News ARency, Ltd. Paris— Smith s Enclish Library. 243 Hue Rivoli. 

Second-hand Prices after the War. 

AS is generally known, at the present time 
second-hand motor vehicles are com- 
manding highly inflated figures, in many 
cases in excess of. their original cost two 
years ago. These remarks apply to both 
the motor cycle and motor car worlds, but more 
forcibly still to light cars. AVith the prospect 
of a reasonably early peace, one is led to 
wonder how these figures will be affected when 
the manufacture of motor vehicles is resumed. 
Will prices drop suddenly and appreciably ? 
Certainly there will be a drop in prices, but 
whether that drop will be considerable or not 
seems to depend upon the spac€ of time it will 
take manufacturers to regain their normal stride. 
Some consider that there will be a sudden and 
appreciable decrease in the values of second-hand 
motor vehicles, but against such a possibility 
we have to consider that just as there will be 
an increased supply of motor cycles when peace 
returns, so also there will be a corresponding 
increase in the number of buyers. Which will 
outpace the other is the question. In this 
connection it may be remarked that there are 
thousands of men in the Army with sporting 
proclivities, who in many cases have a nice 
little sum in the bank. Their Army pay alone 
— which they are unable to spend by reason 
of their environment — will in many, many 
cases be more than suflicient to purchase the 
finest motor cycle. The temptation, increased 
by pent-up strain, will be for returned* soldiers 
to enjoy themselves, and the first thought of 
men use(d."to open air life is touring, or, at aipy 
rate, trips into the country. 

To all such, motor cycles will make a strong 
appeal, and these facts, in conjunction with the 
great probability that it will take many months 
for manufacturers to reorganise their works and 
obtain the necessary amount of raw materials in 
order to resume their staple trade, will, to our 
"Tnind, prevent any sudden or serious drop in the 
value of second-hand machines. In other words. 

normal peace state will not be resumed for a 
long time after the guns haye ceased fire. One 
must remember, too,' that one of the effects of 
this war has been to cause people to economise 
in every possible direction ; thus it is extremely 
likely that those who formerly owned larger 
vehicles will be satisfied with a smaller and 
jCheaper vehicle, and consequently all forms of 
economical motors will prove a distinct 

Disposal of War-worn Machines. 

The point we have raised is not a new one, 
but it vitally affects many thousands of our 
readers. In discussing the subject it has often 
been said that the anticipated release of thou- 
sands of motor vehicles by the Army will affect 
the issue. Government departments can, how- 
ever, be relied upon not adversely to affect an 
industry by any rash or sweeping measures of 
this kind. 

It is hardly likely that the war-worn vehicles 
which are at present rendering yeoman service 
to our Army will be available for distribution, 
even if the Government decide to dispose of 
them by auction, for some months after the end 
of the war, so that the threatened slump in 
second-hand A'alues which many imagine will be 
produced by the sudden disposal of thousands 
of Army motor vehicles need not, at any rate, 
be expected immediately peace is declared. For 
one thing, transport facilities may not be such 
that motor vehicles can be returned immediately 
in any numbers, and Army decisions of this kind 
necessarily take time. Apart from this, is it a 
certainty that motorists will seize the oppor- 
tunity to purchase vehicles regarding the history 
of which they know nothing? Keen buyers 
know that Army motors freciuently receive gross 
ill-usage, and their work necessitates traversing 
roads and performing feats which test the parts 
almost to breaking point. Unrevealed strains 
may exist (as a correspondent points out this 
week) in war-worn vehicles, so that there .would 
be a sporting risk in owning one. 

An index to tlie advertisements In this issue wilt be found on the oatie facing the bacl< cover. 


JANUARY i8ih, igij. 

The Tanner Force-feed Oil Pump. 

An Automatic Pump Governed by Engine Speed and Throttle. 

EVIDENCE is accumulating of the increasing 
interest taken, not only by designers but by 
motor cyclists in general, in a more scientific 
method of supplying oil to an engine. Therefore the 
subjoined description of a new device sent to us by 
the inventor, Mr. R. L. Tanner, of Lj'nmouth, _Earls- 
don Avenue, Coventry, is more than usually interesting. 

In designing . this pump the three principal objects 
aimed at were: (i.) To provide a pump that would 
automatically deliver oil to an engine in direct propor- 
tion to the engine speed and the throttle opening. 
(2.) To eliminate ball and other valves likely to give 
trouble, and substitute ports cut in the pump barrel 
and housing. (3.) To run the pump slowly enough to 
work satisfactorily at maximum engine speed. These 
objects are attained as follows : 

A spring-actuated plunger A is attached to a finger 
B, which is raised by a spiral face cam C, rotated 
by the engine, and this finger is engaged by a stop 
D connected to the throttle by means of a Bowden 
cable E, so that the plunger 
stroke varies with the throttle , -^ 


The spiral face cam is formed 
at the side of a ratchet wheel F, 
actuated by a pawl G, oscillated 
by an eccentric H, attached to the 
magneto or timing gear spindle. 

The plunger passes through the 
centre of the ratchet wheel, on the 
upper face of which is formed the 
spiral- face cam, and upon the 
edge of this bears the finger of 
■ the plunger. The finger is pressed 
down on to the cam by a spring 
K, and the ratchet wheel is rotated 
by means of the pawl lifting the 
finger attached to the plunger, and then allowing it 
to drop rapidly under the action of its spring. The 
delivery is therefore forcible even when the engine is 
running slowly, and, owing to the gear reduction 
(approximately 100 to i) obtained by the ratchet and 
pawl mechanism, the pump operates very slowly. 

When the throttle is fully open the finger does not 
engage the stop, and therefore the plunger makes a 
full stroke. When the throttle is half closed the stop 
arrests the finger about half way on its delii.-ery stroke 
and so on. 

The barrel of the pump is formed integral with 
the ratchet wheel and spiral face cam, and revolves 

in the sleeve L, which is fixed in the housing M. In 
the sleeve is the suction inlet slot N and the outlet 
port O, and in the barrel the port P. As the barrel 
rotates, this latter port serves as a valve, putting the 
interior of the barrel into communication with the 
inlet R on the suction stroke of the pump plunger, 
and with the delix'ery^ outlet S on the return stroke. 
Thus the suction and the delivery are positively 
controlled, no automatic valves, which are liable to 
stick, being used. 

The housing is attached to the crank case of the 
engine by the plate T, and two light springs (not 
shown in the drawing) are attached to the housing, 
one to the pawl G and the other to the check pawl U, ■ 
the object of which is to keep these pawls in contact 
with the ratchet wheel. 

The stop has a spring V behind it, which is 
sufficiently powerful, at all positions of the throttle, to 
resist the kick of the finger occasioned by the plunger 

anner automatic force-feed oil pump, which raises the supply of the oil in accordance 
with the engine speed and throttle opening. 

For convenience of drawing, the spiral face cam, 
finger, stop, and stop control, in the, plan view, are 
turned through an angle of 90°, and the inlet union 
is omitted. - The section clearly shows the relative 
positions of inlet and dehvery unions, pump barrel, 
housing, and sleeve at the instant of deliver}^ In the 
plan view the position of the plunger is shown as it 
would appear the instant before delivery, and the stop 
in the position of full throttle. 

The drawings depict the experimental model of the 
pump, but as a standard fitment it would be enclosed 
in the timing cover, and would be modified in several 



IT has been suggested that petrol allowances will 
ere long be further increased, but the latest an- 
nouncement would suggest that this is too opti- 
mistic a view. The Petrol Committee has decided 
that all full duty petrol licences for motor cycle owners 
shall expire on March 31st. Motor cycle licences 
taken out this month are available for three months 
only ; if taken in February for two months ; in March 
for one month. The licences, originally issued for 

the autumn months of last year, on which some petrol 
_ remains to be purchased are still in force, and if a 
renewal appUcation is made on the Jorm on the old 
licence and accompanied by a five months licence fee, 
then a licence will be issued for the whole period. 
• There is no prospect of an increased allotment of 
fuel, though nothing definite has been decided in this 
direction. It is considered far more probable that the 
authorities will reduce the allowance. 

JANUARY iSth, igi7. 


Cooling the Plug. 
BIRMINGHAM reader recommends the notion 
of fastening a, coiled spring round the base of 
a sparking plug which tends to overheat. The 
sole objection to this dodge is that the spring will have 
to be removed whenever the plug is taken out for any 
purpose, and if the spring is big enough to afford much 
extra cooling, it will take some wiring into position. 
Still, the idea is sound, and is specially suited for 
engines which will not take the dished cooling washers 
(such as the Fletcher) because there is no room to put 
a tube spanner on the plug. The reader in question 
is very pleased with the Polkey plug, a make unknown 
to me. 

Hard Lines! 

A ■' GENTLEiNIAN ranker," to use the old term. 

got a brief leave after a year in France, and 
on reaching home flew to the rather damp barn 
where his carefully greased single-cylinder was waiting. 
Nothing would induce the engine to start. An expert 
was called in, and soon spotted a stlick-up bell crank 
in the magneto contact breaker. Expert departs. 
Owner makes fresh efforts to start. No compression. 
-Ifter several hours' work it is discovered that the top 
piston ring is glued into its groove with carbon. Two 
days of an all too short leave wasted in tinkering. 
Amongst all our war philanthropies, we have forgotten 
to start a society for keeping khaki-owned motor cycles 
in tune against their owners' return. 

A Striking Omission. 

EVER since "Road Rider" started a discussion 
about the comparative merits of fiat twins and- 
single-cylinders, I have been waiting for some 
enthusiast on the big V twin to butt in; but so far I 
have been disappointed. After all, there are a great 
many men who ride the 7-9 h.p. type of machine solo, 
and I should have thought some of them would have 
been irritated by the partialities we have all been 
expressing for other types, especially as such prefer- 
ences are really matters of individual taste, and " Road 
Rider " and myself have merely dared a prophecy as 
to which taste is likely tcv-gain the ascendant. I have 
not been riding the 1,000 c.c. type of twin for several 
years past. My last experiments — now some years old 
— were not encouraging. Moreover, I dislike the weight 
of the big fellows; and, as I hardly ever use a sidecar, 
500 c.c. usually does me pretty well. But my last 
long spin on a big V — a 6 h.p. Ariel— set me thinking; 
I tlrought it a pleasanter solo mount than the single- 
cylinder, and, if the flat twin had not proved all I 
expected, I had the big V twins in my mind's eye as 
a pis aller. They had not quite the perfect balance 
which I miss in the singles, but when vou run them 
throttled well down on a high gear, they are charming 

— almost as smooth as a flat twin, and no fuss, whilst 
they naturally show more power, speed and accelera- 
tion than a single. Is it inevitable that, the single- 
cylinder (failing the flat twin) should be the speed- 
man's mount for all time? Is there any reason why 
some maker should not presently produce a light T.T. 
5-6 h.p. twin? And if such a machine comes along, 
how would the single fare against it ? 

The Merits of the Single. 

THE merits of the single-cylinder are, of course, 
obvious. It is at once the lightest and the 
simplest machine of any real power, and it 
affords quite as much comfort as the younger genera- 
tion wants. You can decarbonise it, without scamp- 
ing any detail, in an hour; and if you are a duffer, 
you can diagnose any petty trouble in minimum 
time. SimpUcity is, however, a relative term, and for 
our purposes it means nothing more or less than the 
amount of trouble one must expect, and the time taken 
in diagnosis and repairs. On this score the single is, 
as yet, facile princeps, but the twins and the fours 
are fast overhauling it ; before many years are past the 
twins will be no more troublesome or inaccessible than 
the single. About weight it is difficult to speak, when 
few catalogues are outspoken ; but I imagine the single 
is still the lightest machine of jts class, though I don"t 
see why it should- remain so. All I have written on 
this controversy may be tersely summed up ; the 
"single" is the simplest and lightest machine of its 
power, but not the best balanced. When it has to meet 
competition from better balanced machines of approxi- 
mately the same weight and simplicity, will it survive ? 

Lloyd George's One Blunder! 

I NE of the most law-defying riders of my acquaint- 
ance lives in the country, and is medically untit 
for military service. The local constable has 
been called up, and as the neighbourhood is tolerably 
free from serious crime, the authorities have appointed 
the lurid motor cyclist in question special constable 
for the district. Naturally, his first official act has 
been to abolish (silently and informally) the speed 
limit for that locality. 

A Novel Rear Lamp. 

''HEN I was examining the gadgets fitted by an 
enthusiastic 3 h.p. Enfield owner the other 
day, my eye fell on his tail lamp. He had got 
hold of a clip, consisting of two parallel C bands, and 
fastened it to his carrier. The space between the clip 
bands was filled with plasticine, in which were 
embedded a ruby glass and a small electric bulb. He 
claims it is the only vibration-proof tail lamp in Great 




JANUARY i8lh, 1917. 


A Sixty Mile Trip along the Most Southerly Coast of Europe. 

The A.J S. outfit on which the journey 
was made. 

FOR many months I had been stationed at 
Gibraltar, and had rarely seen a motor cycle 
during that period, the exceptions being two or 
three 7-9 h.p. Indians, a 3i h.p. Rudge Multi, and 
a couple of Douglases. No motor cycles from Spain 
appear to penetrate so far as Gibraltar, though there 
are a fair number of cars to be seen 
— especially sporting models of the 

Imagine, then, my joy as a motor 
cycle enthusiast on seeing a brand 
new 1916 6 h.p. A.J.S. and sidecar 
buzzing merrily along an open stretch 
of road at a good 30 m.p.h. I soon 
found that this new importation be- 
longed to Mr. Drew, of the E.T.C. 
cable ship ' Amber, -and the latter 
gentleman lost no time in suggesting 
a trip to Tarifa, the most southern 
point in Europe, so that I might 
judge the paces of the A.J.S. for 

We started early, as we wished to 
do a little exploring on foot, and had to be back 
by evening gunfire, but I soon had a taste of the 
speed of the A.J.S. On arriving at the Spanish 
Customs House in Linea, the smiling official, nodding 
a friendly recognition to my host, glanced at the 
pass and waved us through. 

From here we had to make our way right round 
the bay to Algeciras, which lies directly opposite 
Gibraltar, and is connected by a service of steamers. 
Until a few months ago the new road to Linea 
had not been completed, 
and motorists had to 
leave their cars in Spain 
or have them hauled . 
along the beach by mule 
and donkey power. Now, 
however.- the road is 
roughly laid, and only 
waiting for the rains to 
set it. In England we 
would think it an 
execrable stretch of 
cobbles and pot-holes, but ^W^ 
we were only too thank- '^^'' 

lul tor it here. yhe historic town of Tarifa, showing the old fortress on the right 

I, as the passenger, 
can \'ouch for the extraordinary comfort of the 
A.J.S. sidecar over this stretch, wdiich we traversed 
at about 25 m.p.h., passing Campamfnto with its 
racecourse and polo ground, and striking a long, 
winding stretch of country lane inches deep in heavy 
white dust. 

We crossed First River and Second River by 
elaborate iron girder bridges, and ran through two 
exceedingly picturesque fir tree plantations, and past 
quaint little roadside inns built of wood and thatch, 
one of which had an outside shelter covered by a 
thatch extended from four fir trees. We passed some 
Spanish infantrymen busy with a 
machine gun course, and, proceeding 
through the outskirts of Algeciras. 
we turned sharply to the right, where 
we struck the Cadiz road — a military 
road of wonderful engineering in- 
genuity and excellent surface. This 
road is excellently graded, and in 
places it winds for miles with a 
mountain on one side and a pre- 
cipice on the other ; at other points 
one can see it only for a few yards 
ahead as it winds its tortuous course 
between boulder and precipice. At 
one place the road drops very sud- 
denly for several hundred feet, then 
follows a complicated S bend between 
two rocks. This danger point is indicated by one 
of the excellent Spanish road signs — a conspicuous 
white S on a black background. 

To Tarifa. 

After a steady climb of several miles from Algeciras 
the sea comes in view once more — a magnificent sight 
from, this altitude, which makes the horizon appear so 
high that what one imagines to be sky is really sea, 
with the coast of Morocco across the Straits and 

Tangier at the water's 
"^ e3ge. Soon after this 
15 the long descent to 
Tarifa begins, the little 
white town coming into 
view very suddenly be- 
tween two cliffs. 

Just before reaching 
Tarifa we stopped to 
take a photograph of tlie 
cemetery. The honey- 
comb ui ~the far wall, 
which can be seen in the 
photograph, is used for 
the storage of coffins, 
and here they are allowed 
to remain as long as an annual paj-ment is kept up. 
The moment these payments cease, however, the 
coffins are ejected and thrown on to the common heap 
- — rather a brutal custom. 

In addition to being famous' as the most southern 
point in Europe, Tarifa is interesting for the part 

JANUARY iSth, igiy. 


In Spain with a Sidecar. — 

it played in the fighting betw een the Moors and 
Spaniards, and its fortress is a magnificent old 

The town itself is a pretty little place, where dark 
fir trees show to advantage the quaint white buildings, 
and the mountains form an 
effective background. 

Civility and Good Food. 

The hotel is a crude 
place as compared w^ith 
any English, inn, but we 
were treated with great 
civility, and brought course 
after course of Spanish 
dishes, all well cooked 
and cleanly served. 

After lunch we strolled 
round the town, and were 
pursued by a horde of 
children clamouring for 
■" pennies " — the only Eng- 
lish word they seem to 

After a lounge and a 
smoke we returned to the 
outfit, and, starting up the 
engine at the first kick, 
were soon burbling. up the 
hill out of the town on 
second gear. The wind 
that met us as wx climbed 
the hill w-as terrific. This 
pass in the mountains is an 
outlet for gales blowing 
from the north or north- 
east, and has been known 
to blow the heavy A.J.S. 
outfit to a standstill — even 
when coasting downhill. To 
drive hard against such a 
gale is unsafe, especially 
downhill, as a sudden lull 
causes a most disconcerting 
acceleration which might 
prove disastrous on a bend. 

It was not long before we. reached the crest of the 
ridge of mountains above Algeciras and were dropping 
down the, long winding road that brings one 
back to something nearer sea level. After- 
wards we made short work of the villainous 
road from Algeciras round the bay to Linea. 
After the atrocious surfaces of the roads that 
wind among the hills in a most tortuous 
fashion we found the fast going of the plains 
much to our satisfaction ; and we let the 
engine have full throttle on the few straight 
stretches we encountered. 

On the homeward journey, with the setting 
sun behind us, the hills and valleys looked 
their very best, and my only regret was that 
I had used all the films I brought with me. 

(Top) The burying ground at Tanfa. For a yearly payment 
the coffin is left in one of the honeycomb partitions seen in the 
background, but if the payment is neglected the coffins is thrown 
on to a common heap. 

(Centre) The .A.J.S. sidecar in open country. 

(Bottom) The old Moorish fortress at Tarifa, the scene of many 
historic and dramatic incidents in Moorish and Spanish history. 

Behaviour of the Natives. 

Now a word about the behaviour of the 
people one meets on the road. It is well 

A Spamsh A C. road 
sign indicating a descent 
with hairpin bends. 

known that at Linea children run in front of horsemen 
and horsewomen galloping along the beach to polo or 
hunting and claim damages if knocked down, and the 
military are very quick to put any foreigner into prison 
if an accident occurs. 

In the country everyone gets out of the way quickly 
enough — whether out of 
politeness or fear I cannot 
say. Horsemen jumped the 
gulley at the roadside in 
order to give us the road 
in several cases, and the 
men in charge of the long 
trains of pack mules and 
donkeys were most anxious • 
to get the animals on to 
the extreme edge of the 
road. As tiie average 
Spanish car is driven all 
oiit most of its time, this 
may have something to do 
with it, but the country 
people almost always gave 
us a wave of the hand 
and shouted " Adios " as 
we passed. They seemed 
extremely courteous — a 
great contrast to the towns- 

The Iniquitous Mule. 

Dogs, too, have a very ' 
bad name, but here again 
their bark seems worse than 
their bite, and though they 
look a very fierce tribe, 
they caused us no trouble 
beyond running alongside. 

The only other animals 
to show signs of unfriend- 
liness were a }-oung bul- 
lock, which lowered its 
enormous horns, and a 
mule, which turned away 
with a characteristic anxiety 
to present its heels to 
anything dangerous, and 
threatened to put a hind leg through the sidecar wheel. 
There are many old remains of historical build- 
ings scattered about Southern Spain, most 
of which are associated with that tur- 
bulent period when the Moors and Spaniards 
were frequently in conflict. Antiquarians will 
find these districts prolific with objects of in- 
terest. The country is steeped in romance ; 
but ever at its side stalks poverty, yet never 
that poverty that one might term wretched. 
The nature of the people prevents one getting 
that impression. Even the poorest of the 
poor seem to have philosophy which leads to 
a contentment with their lot that some people 
might envy, but many despise. 

Altogether it was an enjoyable run, and if 
people choose the best roads — which they 
can have almost entirely to themselves^ — 
Spain is a most attractive country ioi' a 
tour. R.F.M; 

JANUARY i8th, igiy. 


A Few Notes on the Requirements of the Private Rider and on the Various Types of 
Engines likely to be used in the Future Motor Cycle. 

By ERIC WILLIAMS, Holder of the Junior T.T. 

JUST now, when the 
reports from the 
various war fronts en- 
courage one to think of an 
early victory, our thoughts 
naturally turn to the ques- 
tion of the post-war motor 
cycle. We wonder what 
the motor cycle manufac- 
turers intend to offer the 
riding public. Have they 
yet made up their minds ? 

Have they an ideal developed in the long interval 
since they last manufactured motor cycles? If so, will 
that ideal embody the ideas of the rider ? 

These questions probably are in the minds of most 
motor cyclists, whether they are in khaki or wearing 
a badge, and, no doubt, these riders and ex-riders of 
machines now two years behind their time have ideals 
also. Since the interests of riders and manufacturers 
are identical, let us consider the requirements of the 
average private owner, for a machine to meet these 
requirements must have the biggest sale in the boom 
which I am convinced will follow the cessation of 

We will take reliability for granted, as all first-class 
modern motor cycles can be called reliable. One 
. would not ask the owner of a Rolls-Royce whether his 
car was reliable, neither need we consider this point 
in connection with any " class '' motor cycle, as the 
trials have proved. 

We require something more than reliability — some- 
thing better than a machine which can be depended 
upon to take us to our destination, wherever that may 
be, and back again, 

Let us take the popular 
500-550 c.c. solo-sidecar 
machine : what are the re- 
quirements of the owner of 
such a machine? He 
wants absence of vibration, 
smoothness of running, ac- 
cessiblhty (which makes for 
simplicity), and economy in 
petrol, oil, tyres, and trans- 
mission. How do existing 
singles of to-da) compare 
on these points ? Is such a 
machine our ideal? I think 
not. Its accessibility and 
simplicity -are all that can 
be said in its favour, but 
on the strength of these 

H ■ -Q 

^ Within a few months after winning the Junior T.T. H 

(3 of 1914, Eric Williams, late corporahR.E., was despatch | 

B riding in France. For many months he has been an b 

^ inmate at a military hospital, where he has found time f^ 

g to study the weaknesses of motor cycles of the past ^ 

B which should be eliminated in the machine of the future, h 

B Mr. Williams refers to many interesting points anent H 

^ singles, twins, and four-cylinder engines, gear boxes and ^ 

B spring frames, and suggests several improvements to the h 

3 "flat twin" to make it the post-war ideal. El 


The writer, Eric Williams, 
D.C.M., late Cpl. R.E., winner 
of the Junior T.T in 1914. 
Riding a 2f h.p single-cylinder 
A.J.S., he averaged 45'6in.p.h. 
for 1874 miles 

points it will always have 
a fair sale with the man 
who has " never tried any- 
thing better, the " knut " 
(not necessarily the speed 
merchant), and the 
amateur. The drawbacks 
of the single include its 
harshness when driving at 
low speeds on top gear, 
which does not enhance the 
life of belts, chains, and 
tyres. Makers sometimes overcome this fault by fitting 
a hand-operated clutch, which system unfairly uses the 
clutch until it will nOt stand up to the continual strain 
of slipping, and sometimes gets a permanent slip. On 
the point of vibration there are few singles I have 
ridden which do not have a " bad period " somewhere 
about 35 m.p.h., which fact is another point against 
the type when we are looking for our ideal,- 

. V T-win Advantages. 

In the V twin engine we have a type possessing 
many advantages over the single. Its balance is not_ 
quite perfect, neither has it an even torque, so it cannot 
be described as the perfect power unit. I once con- 
sidered the V engine perfection, and I am still in 
favour of it for many reasons. 

The fact that it is a little out of balance and its 
slightly uneven torque are scarcely noticeable to the 
ordinary rider, and against these almost trivial dis- 
advantages we can put down the important points that 
one may remove the cylinders with very little trouble. 
There are exceptions in th.e cases of some of the larger 
sizes, and among these the defaulters are chiefly 

American machines where 
it is often necessary to re- 
move the complete power 
unit in order to get at the 
carbon. This operation 
would have to be done 
about every four months, 
more or less, if the engine 
were to be kept in perfect 
tune. This is truly a 
terrible state of affairs, but 
happily not found in the 
majority of the best British 
designs. In my opinion, 
there is no doubt that once 
a rider has experienced the 
delights of the twin, he will 
never go back to the single. 

JANUARY i8ih, igij. 


The Post-war Motor Cycle. — 

But cannot we improve upon the V twin ? 

The flat twin is the answer. It is certainly an 
improvement upon iDoth the single and the V types, 
because with it we obtain almost perfect balance and 
even torque. The life of tyres and transmission is 
remarkable compared with the single. Unfortunately 
these -advantages are not unattended by disadvantages. 
On this latter point I have to admit I have yet to find 
the horizontal twin which is really 
accessible. "With most engines of 
this type the complete power unit 
has to be removed for decarbonising, 
while even small adjustments are 

With one engine of this type I 
recall being corapeUed' to take the 
magneto to pieces in order to remove 
it for repairs. 

If some engine designers will solve 
the accessibility problem, the flat 
twin will be the ideal power unit, 
as with the ideal engine it must 
be possible to slip off the cylinders, 
renjove the carbon, grind in the 
valves, and reassemble in a couple 
of hours, in which time I have done 
this work on my single at the Front. 

The above - mentioned disad- 
vantages of the horizontal twin of 
to-day, to my mind, outweigh the 
advantages, and until the former are 
eliminated I prefer the old V twin. 
This represents the 
last word in acces- 
sibility, and is simple. 
With the advantages 
of these points in 
mind I can forgive 
its dot and carry one 
firing. Nevertheless 
it will not do for us 
to make shift with 
the "next best 
thing " because in the 
mechanically ideal 
t^pe there are disad- 
vantages which can 
be eliminated. The 
type has so many 
good points that the 
greatest efforts to 
overcome its few, but 
important, drawbacks 



A suggestion ot our technical staff to 
render accessible the magneto on a flat twin 

boiled oil for securing a gas-tight joint. In the car 
world this feature is rapidly coming to the front, and 
there can be nothing against its adoption in the motor 
cycle. The head could be secured by a cross-piece, 
and very little clearance between the head and the 
frame would be necessary. Such a detachable head 
could be slipped off in a few minutes and cleaned out 
perfectly and valves ground in with the greatest ease. 
The magneto must be more accessible. At present 
it is hemmed in by the flywheel on one 
side and the timing case on the other, 
while over it is the cross tube of the 
frame. It is particularly desirable that 
the design should allow the removal*of 
the contact breaker ^^■ithout disturbing 

The magneto base is hinged on the cover of the flywheel. 

the crank case, and when swung over as 
indicated the contact breaker is clear of the 


A simple form of gear box in one 
piece, with cover carrying the bearings 
on one side. The cover has a slightly 
coned edge, and is drawn into position 
by means of two long bolts, which pass 
through the gear box and the blank end 
of the casting. By means of this design 
it is suggested that the whole of the 
gears could be drawn out of the box by 
removing two nuts. 

will be more than 

justified. Its outside flywheel is a great point in its - 
favour. We all know how that extra pumpful of oil 
when in doubt, as recommended by the makers, gums 
up the internal flywheels of the single and V types. 
This is obviated w'hen the flywheel is outside, Then 
there is much in favour of the magneto position on 
the top of the crank case, where it is high and dry 
and in the very place where accessibility could best 
be obtained. 

Why not have detachable heads? Copper and 
asbestos gaskets have supplanted the old method of 

The connections between cylinders 
and induction pipes should be such 
that they may be readily attached and 
detached and gastight joints easily and 
quickly made. The induction pipes 
should also have a hot-air jacket with 
a Claudel automatic carburetter cen- 
trally fitted under the pipe and out of 
the -way of one's legs. The machine 
should be tuned to give a tick over in 
free engine and low speeds and capable 
of \iolent acceleration. 

Forced Feed Lubrication. 

The lubrication of the post-war 
motor cycle should be by means of a 
small mechanical pump, which w-ould 
force oil through a drilled crankshaft 
to the big ends, at the same time 

, keeping a constant level 

in the crank case. 

The Gear Box. 

We have many ex- 
ample? of three-speed gear 
boxes fitted with clutch 
and kick starter,, but many 
of these are huge and 
cumbersome, not only on 
the point of appearance ; 
also they are difficult to 
take down, adjust, or 
clean. Strong and reli- 
able they may be, but we 
have progressed a little 
beyond this, and, in addi- 
tion to efficiency, we must 
have neatness in design 
and, what is more impor- 
tant, accessibility. We 
must have some means of getting at the gears without 
being compelled to take the complete gear box to 

Other items in .the specification of the post-war 
ideal would include a hand-operated cork clutch with 
a spring easily adjustable. The transmission would 
be by chains throughout, and properly enclosed in 
cases with inspection doors. The brakes would be of 
the internal expanding type, embodied in the rear 
driving sprocket, and operated by hand and foot. The 
wheels should be detachable and interchangeable, and 

The simple gear box here illus- 
trated is fitted with kick starter 
To remove the gears in this case 
the kick starter cover would first be 
detached, when by taking off the 
starting pmion the modus operand' 
would be as already described. 


The Post-war Motor Cycle.— 

of a design which would permit a cliange over to be 
made in a couple of minutes, the transmission, brakes, 
and controls remaining undisturbed. The frame 
'should consist only of straight tubes with a duplex 
tank, and the steering head should be long and 
substantial in construction. 

The Spring Frame. 

Although T/ie Motor Cycle spring frame campaign 
went very strongly for a time, the results appear to 
be discouraging, but I realise that many designs may 
not yet be made public. Of the designs published, 
very few were really practicable, _but, of course, many 
w^re just the ideas of readers who lacked mechanical 
knowledge. In my opinion what is wanted is a 
machine .sprung at the rear by cantilever springs, and 
a spring front fork which will have at least five or 
six inches movement. 

The Four=cylinder. 

The four-cylinder engine is the power unit for a 
sidecar mount. So far the development of this type 
of engine has been retarded by insufficient interest on 
the part of both rider and maker. Probably the older 
engines of small size fitted with automatic inlet valves 




JANUARY i8th, igi?. 

have given the type a bad name, but it is to be hoped 
that experiments will be undertaken after the war , is 
over. An engine with four cylinders should not be 
smaller than i,ooo c7c. capacity, i.e., 250 c.c. per 
cylinder ; such an engine would be ideal for sidecar 
work. The cylinders of the so-called 4-5 h.p. F.N.'s 
which had a.i. valves were altogether too small, being 
less than 125 c.c. capacity. We know that a light 
weight engine of this size is only a toy model, but 
engines like the J. A. P. 2| h.p. have demonstrated 
w'hat can be done with slightly larger cylinders. 

I have not used a four-cylinder machine for any 
length of time, but what riding I have done on this 
type has left the impression that it has a great future. 
How noticeably the motor cycle has followed the car 
during the past few years ! I am sure wev cannot go 
far wrong in this, and in car^he four-cylinder engine 
is the recognised standard jrower unit. 

The four-cylinder engine lends itself to the car type 
gear box and shaft drive to the rear wheel, which 
should have worm drive. I will admit I have nothing 
very definite in my mind to account for my confidence 
in the four-cylinder engine as the prime mover in the 
future motor cycle, but it has a future as a sidecar 
mount, I am sure, and should not be neglected. 

->-»o»— f- 



Showing in an exaggerated 
manner how the strain falls on 
the bent wrists and bottom of 
back when upswept bars are 

I THINK it is becoming generally realised that 
standard touring bars, like standard mudguards, 
fall short of practical requirements. Many an 
excellent machine, particularly among those of the 
heavy sidecar variety, is rendered 
uncomfortable and tiring to ride 
simply on account of its badly 
designed bars. 

The rider of a motor cycle is sub- 
jected to a certain tiring strain which 
does not exist in the case of a pedal 
cycle, namely, that which is caused 
by the forward pull of the machine 
when accelerating and by wind resist- 
ance. The latter force is tending to 
push him backwards off the saddle, 
and the former to pull the machine 
from urider him. Fig. i shows the 
position of the rider on a machine 
fitted with ordinary touring bars of 
the upturned variety. 

It will be observed that the arms 
and wrists of the rider are bent, which 
imposes fatigue on the arm muscles. 
No doubt many riders are familiar 
with that dull aching about the 
wrists and elbows after a long ride, 
signifying that their riding position is 
strained and unnatural. Unless, 
when in an upright position, one holds tightly to the 
bars with arm muscles tense, the strain falls at the 
bottom of the back and in the joints of one's hips. 
Strain at these points very soon causes fatigue, and 
my last long trip (assuredly my last !) on a machine 

fitted with bars of the " high " variety left me with 
backache for a fortnight. The machine was a power- 
ful twin, ridden solo, and I could have ridden my 
usual semi-T.T. solo mount for double the distance 
without experiencing similar fatigue. 

The Better Pattern. 

shows the type of 

Use of semi-T.T. 
bars prevents strain 
at bottom of back 
and wrists, where 
fatigue is first felt. 

Fig. 2. 

Fig. 2 shows the type of bar 
which, in the writer's opinion, is by 
far the most comfortable and natural 
— quite apart from perfection of con- 
trol. I do not advocate T.X bars 
for the ordinary potterer, ' and 
dropped bars are out of place except 
on the track.- The semi-T.T. bar, 
on the other hand, is not ugly, and 
is- by far the best engineering com- 
promise yet arrived at. 

Referring to fig. 2, it will be 
observed that the arms and wrists of 
the rider are straight, and no strain 
is thrown upon the arm and wrist 
muscles, while the body of the rider 
is inclined very slightly forward, this 
assisting still further in easing the 
arms, while it removes all strain 
from that vulnerable point — the 
bottom of the back, at which fatigue 

Much has been learnt as regards riding position, 
and in all probability the war will see the last of raised 
handle-bars, which demand an additional fitment, viz., 
a back rest, when applied to a motor cycle. 


JANUARY i8th, igi?. 





AMERICAN machine gun outfits may 
yet be heard of in the Russian 
and French war zones. We are 
informed by the Signet Rear Car Co., 
of Buffalo, N.Y., that their machine gun 
carriage recently passed the final test 
by the Russian and French Commis- 
sioners, and has bees- approved for 
field use, but this does not necessarily 
mean that orders have been placed. 

cp tSn Egi 


THE jMilitary Cross has been awarded 
to Lt. F. A. (Eric) Robinson, of 
Seven Kings, for great gallantry 
displayed whilst in command of a 
"Tank." After tremendous fighting his 
machine became " ditched," which neces- 
sitated fourteen hours' hard digging under 
heavy fire to release it. On another 
occasion his " Tank " was 
hit by a direct shell and 
damaged, but he got his 
men out safely and im- 
mediately went into the 
trenches and worked a 
machine gun. 

Lieut. Robinson joined the Navy in 
November of 1914, entering the R.N.A.S., 
later transferring to the M.G.C., in which 
he obtained a commission. He is a, keen 
motor cyclist, his mount being a Zenith. 

[g] C53 cP 


IN a chatty and interesting letter to 
Mr. Alec S. Ross, which we were 
courteously permitted to peruse, Cpl. 
A. J. Sproston, who has had experience 
in France, Egypt, and Mesopotamia, 
and is now stationed at Poona, India, 
speaks enthusiastically of the future pos- 
sibilities of the motor cycle in India. 
Cpl. Sproston writes : 

" The commercial possibilities of this 

great country are unending. With the 

rapid strides in education, an elaborate 

and eflScient railway system, a network 

of roads in excellent condition, rivalling 

our own at home, it requires only a 

superficial survey to enable one to 

decide that any home manufacturer 

establishing his products here would be 

amply repaid fer his enterprise. It is 

Lt. F, A. (Eric) Robinson, to whom the Military Cross has been awarded for great gallantry 
whilst in command of a " Tank." His wife is proudly wearing the coveted honour. They are 
both keen sidecarists, the motor cycle being on this occasion a Bradbury, though the Zenith was 
most frequently Lt. Robinson's mount in peace time. 

a sad fact," Cpl. Sproston continues, 
"that our cousins of the 'nasal note' 
have long realised that this country is 
excellently served by the press, almost 
every district having a daily journal of 
some sort, and in the cities and villages 
hoardings bearing picturesque illustra- 
tions complete an advertising campaign 
that is such a prominent feature of the 
periodicals referred to. So we find the 
American car predominant, though the 
trade here tell me that their clients 
would take English machines if they 
could get them. I was talking with a 
dealer the other day, who dilated on the 
preference of his customers (both black 
and white) for the English-made machine, 
but his tribulations on the score of 
delivery would have melted the heart of 
a Jew.'' 

Cpl. Sproston left France in June, 
1915, and" in August that year went to 
Egypt. January, 1916, found him en 
route for Mesopotamia, where his ex- 
periences were not exactly rosy, and in 
July, 1915, he was invalided to India. 


WE regret to hear that Capt. Noel 
E. Drury, Royal Dublin Fusiliers, 
who will be recalled as a frequent 
competitor in T.T. races of the past, is 
at present in hospital at Manchester, 
having been invalided home from 
Salonica. Fortunately, his injury is not 
regarded as likely to prove of per- 
manent character, and he hopes soon to 
be on sick leave. 


L-CPL. GEORGE HOGG sends the 
. following letter, written in the 
desert of Sinai. The flat twin 
controversj', judging from our corre- 
spondence, has created nearly as much 
interest Overseas as it has done at home : 
" I have often intended to let you know 
how much I appreciate your paper out 
here. I did not read it before the war, 
but after I enlisted, nearly two years ago, 
I commenced to get it weekly. Since I 
came out here nearly six months ago, I 
have received it regularly, and always 
enjoy it. There are no motor cycles 
where we are, but at the bases they are 
plentiful. Douglases and Triumphs being 
in the majority. I enjoyed your article ■ 
on ' flat twins ' in your issue of November 
9th, and, although not an expert, I think ■ 
they are as near the ideal engine as one ' 
could wish. Everv success ! 

"Cteorge Hogg (L.-Cpl.)." 




Cpl. H. J. Mansfield, Heavy Section 
Machine Gun Ccrps. He is now partici- 
pating in the " great adventure," and 
the last we heard was that he was with the 
"Tanks" on the Somme. He is, by the 
way, a recruit of The Motor Cycle, and an 
Indian enthusiast. 

[SI [SI cSl 


VEBDUN — what a mighty word, and 
how tremendously significant! The 
utterance of the two syllables stirs 
the imagination as but few words do. 


BOTH the well known exponents of 
A.J.S. machines, Cpl. Cyril Williams 
and Eric Williams (late Cpl.), who 
are, by the way, unrelated, have received 
honours for bravery in the field. The 
latter, it will be recalled, received the 
D.C.M. many months ago, and the latest 
news is that Cpl. Cyril Williams has been 
awarded the MilitaiT- IMedal. Congratu- 
lations 1 

New readers may be reminded that 
Eric was first and Cyril second in the 
Junior T.T: Race of 1914. 

We leam also that Neville Hall, the 
O.K. rider who performed conspicuously 
in the 1914 Six Days Trial, is one of the 
latest recipients of the Military Medal. 


A FRENCH oflScer attached to the 
British forces in the field makes 
use, as a plug protector, of the 
following original device : 

His machine is a Douglas, and he has 
done much riding at the Front under 
the very worst weather conditions. He 
found that when he rode through a heavy 
fall of rain the engine stopped as often 
as every 300 yards or so, the plugs being 
coated with thick yellow mud, and thus 
short-circuited. Binding them with black 
adhesive tape cured this, but caused a 
tendency to overheat. 


JANUARY i8ih, igij. 

He then made use of two shell 
ea^s (eighteen-pounders, brass protectors) 
picked up on the battlefield. He had a 
hole drilled through the top, the circular 

Top of an 1 8 lb. shell used as 
a plug protector 

base being cut shorter so as to clear the 
cylinder, and simply fixed one on to each 
plug, the result being a very good pro- 
tection against oil, water, and mud. 

The two polished bfass bells give a 
distinctive appearance to the engine, and 
another advantage was gained by fitting 
them. They constitute, by their large 
radiating surface, a most efficient and 
useful plug-cooling device — surely the 
most war-like and, perhaps, the simplest 

now m use. 

[SI [g] [53 


SINCE motor cyclists and motorists 
recruited through The Motor Cycle 
play so prominent a part in the 
successful operation of the now famous 
armoured car " Tanks," there is bound 
to be a general flocking of our readers to 
the various picture theatres at which the 
Tank film is to be shown. The films 
were released for exhibition in the 
London district this week, and will 
be shown throughout the provinces. 

(ine can picture those stupendous attacks 
and repulses on the blood-stained slopes 
of Douaumont more vividly than any 
other phase of the conflict on the 
Western front or any other front, and 
it will be of interest to know that the 
photographs we repioduce were taken in 
the vicinity of this battlefield by a 
French officer who has many times con- 
tributed to yVie Motor Cycle. In his own 
phraseology he describes the conditions 
thus : 

" These are photographs from Verdun's 
background on the occasion of another 
visit. I can state that the conditions of 
work for the despatch riders at Verdun 
and the neighbourhood are harder than 
. anywhere else on the French front. They 
are indescribable. I can say that the chief 
annoyances are mud, material fallen on 
the ground, and drivers of horses charg- 
ing one in the darkness of the night." 

British motor cycles are in evidence on all the Allied -fronts — French, Russian, Italian, and 
Serbian. The pictures show a W.D. Triumph at the "back" of Verdun. The mechanic has 
detached the wicker sidecar (a type of double-purpose carrier in extensive use on the French 
front) to assist in tyre-mending operations on his machine. 

January i8th, 1917. 


Ad\-eetisements. II 

GOOD trade mark 

will suggest at a 

glance some attractive 

thought about the goods it 

sponsors— their uses or qualities. 

SL That is why the Stonehenge TriUthon 

was chosen as the trade mark of Avon Tyres 

— primarily because the manufacturers' ideal 

could be best expressed by a symbol connoting strength and 

endurance as the outstanding qualities of Avon Tyres. 

C Secondly, there is the important matter of origin. Stonehenge 
is essentially British, and " British tyres for British motorists " 
is no mere slogan of sentiment in these days. It voices a law 
of national preservation, and no. true patriot will be satisfied 
with anything less than the genuine old English savour such 
as is created by the mark of the Avon Company — rubber 
manufacturers at Melksham in Wiltshire since 1885. 

Full illustrated Catalogue free i^om — 

Avon India Rubber Co., Ltd., 19, Newman Street, Oxford Street, London, W. 

Depots— Manchester, 

Birmingham, Glasgow, Bristol, 

1,000 Agents hold stocks. 

Newcastle, Nottingham, Aberdeen, 

Ample supplies available. 


In answerina this advert Isesnent it is desirable to mention " The. Motor Cycle.** 



12 Advertisements. 


January iSih, 191,. 

^1^ ;^ ^* ^'' ■» 

It's a muddy road and a bloody road, 

And a road that's swept by fire, 
But we've got to get through with the Orders 'bus 

Or we'll raise the C.O.'s ire. 

So you'll hold at the bend, I know, old girl, 
You'll stick it and turn not a hair. 

Just one more dash ! Through one more splash ! 
And we're there, old girl, we're there ! 

The Dunlop rubber-studded non-skid motor-cycle cover. 

JANUARY i8ih, igij. 

The British Motor Industry 
after the War. 

Important Questions affecting the Preservation of tfie Motor Industry. 

fN discussing the subject of foreign competition, 
and the desirability or otherwise of a protective 
tariff- for the British motor industry, The Autocar 
(January 6th) sets forward a number of interesting 
figures which clearly indicate the position of the motor 
car industrj' to-day, and cause one seriously to reflect 
whether some protective measures will not be necessary 
if it is to enjoy a reasonable degree of Overseas trade. 
The figures show to how great an extent American 
trade has increased since competition ceased, so far 
as England and Europe are concerned, in 1914, but, 
though these figures are of interest to every motorist, 
it does not necessarily follow that the outlook of the 
motor cycle industry' is equally depressing. 

It is roughly estimated that 60% to 70% of the 
motor cycles used in British Overseas possessions to- 
day axe of British manufacture, whereas the number of 
British-made motor cars used in the same countries is 
set down as low as 15%. 

The figures given in our sister journal convey a good 
idea as to the general position of things, and they are 
of particular interest to motor cyclists, because the 
motor cycle industiy is to-day in much the same posi- 
tion as the motor car industry, and both will require 
every possible support and encouragement in order to 
recover from the effects of the war. 

The Growth of American Trade, 

Even had there been no war, American competition 
would have become serious, and this fact The Aidocar 
illustrates by giving the figures as to importation. In 
1 914 American motor car imports to England exceeded 
those of 1913 by ;£S98,i56 — truly a substantial 
increase — and the fact that American m^inufacturers 
will find themselves in an infinitely stronger position 
after the war is shown by motor car sales in America 
alone — the number of cars sold in the States in 1916 
exceeding the number sold there in 19 14 by 1,195,665. 
For the year ended July, 1916, the Ford output was 
533,921 vehicles, or rather more than double the total 
number of private cars in the British Isles ! , 

These instructive figm-es convey some idea as to the 
immensit}- of the .American motor car industry, and 
that the American motor q-cle industry, with its ;exten- 
sive home maiiet and rapidly expanding Overseas 
trade, may attain similar dimensions in a comparatively 
short space of time is well within the range -of 

Our Small Home MarKet. 

The writer further points out that this huge Ameri- 
can industry has been built up 'behind a 45% tariff, 
but even if this tariff were abolished it would have very 
httle effect upon the British industry, because the 
American industry is so thoroughly established on such 
a huge basis. 

Another point to be considered is that the American 
market is at the factory door, whereas the British 
Empire is spread over the whole world. Therefore 
the American manufacturer is in a position to obtain 
the full benefit of a home tariff, whereas a similar 
tariff here would, at the best, only secure for the 
British manufacturer the possession of our small home 
market, which is certainly insufficient for the prosperity 
of more than a few firms. 

Existing Tariff Inadequate. 

The 10% preferential tariff' which has hitherto 
existed in most of our Dominions and Commonwealths 
has proved insufficient to prevent, the Americans, aided 
by their system of " quantity production, "from under- 
selling British vehicles everywhere, which is shown by 
the fact that out of 200,000 cars owned by the British 
Overseas Empire, only 30,000 were British ! If British 
machines are really to be established in British 
possessions throughout the world, the preferential tariff 
must at least be as beneficial to British manufacturers 
as the home tariff, and such an arrangement would 
give the British manufacturer a fair chance, which is 
\rnore than he has enjoyed hitherto. 

Probable Changes in Production Methods. 

T/ie Autocar points out that after the war certain 
cii«iges in the system of production may occur, and 
the tendency before the war was for each individual 
firm to confine itself to one or two models only, instead 
of making a number of different types. Then, again, 
it is probable that the manufacture of machines from 
components, built by component specialists, will be- 
come general ; but before any such system bears fruit 
we must assure ourselves of a wider market than the 
British Isles present. 

British methods of distriburion and selling Overseas 
have not compared favourably with American methods, 
and the British industry has suft'ered from lack of 
,serious attempt to provide suitable machines for Over- 
seas conditions. 

What would be the Effects of a Tariff? 
•Om- contemporary considers that, so far as it is 
possible to foresee the effects of a protective tariff', 
eveiything would depend upon the amount of the duty. 
A small duty would be of very little service for the 
reasons explained, but a high duty, say from 50% to a 
minimum of 33^^%, would not only help the industry 
to recover from the effects of the war, but would also 
provide some certainty of tenure for the home market. 
The danger of home prices becoming inflated as a 
result, or of new trusts or similar combinations being 
formed, does not appear to have beconre conspicuous 
in other countries, which have long enjoyed the shelter 
of a protected market. 




JANUARY i8ih, igiy. 


Greenwich Time. 

Jan. 18 

... 4.52 p.m 

„ 20 

... 4.56 „ 

„ 22 

... 4.58' „ 

„ 24 

... 5.2 „ 

New Road Record Claimed. 

News of a new road , record in 
America is to hand. H. Parsons, on a 
Harley-Davidson, claims to be the first 
to have covered 200 miles in 2O0m. on 
an open road. His time for ten miles 
was 7m. 21s. = 81^ m.p.h. 

Automobile Association's Reduced Fee. 

A reduction in the entrance fee for 
membership of the Automobile Associa- 
tion has been conceded. Motor cyclists 
may join at once on payment of 13s. 6d., 
covering membership up to April 30th, 
1918. Light car owners may join for 
£1 6s. 5d., and car owners for £2 
12s. 6d. The advantage of this con- 
cession will no doubt be taken by many 

Dunlop Rubber Co.'s Dividend. 

The directors of the Dunlop Rubber Co., 
Ltd., report that the nett' profit for the 
year, including the amount- brought for- 
ward from last year, is £507,967. The 6% 
dividend on the preference shares has 
already been paid, also an interim divi- 
dend on the ordinary shares at the rate 
of 10% per annum for the six months to 
February 28th, 1916, and a second interim 
dividend at the rate of 20% per annum 
for the six months to August 31st, 1916. 

Motor Cyclists and Light Cars.' 

Many readers of this journal are 
prospective owners of light cars, and 
those who are contemplating a four- 
wheeler will be specially interested this 
week in our sister journal T/ie Light Gar 
of Wednesday, 17th inst. The issue con- 
tains articles and illustrations descrip- 
tive of economical winter cars, and 
demonstrates the importance of selecting 
a body which will be a double-purpose 
one, i.e., suitable for winter and summer 
use. Such a one is the coupe. Other 
features are an illustrated article en- 
titled "A Coupe in the Making," which 
describes a visit to a coachbuilder's, and 
the whole process of body building. 
More attractive bodies of the permanently 
closed type are also dealt with, and the 
usual features are retained. 

Fellows Magneto Co. 

Preferred shares to the value of over 
£45,000, out of the 50,000 8% shares 
offered, have been subscribed for and 
allotted by the directors. 


Parts for Foreign Machines. 

The prohibition of foreign machines and 
parts is certainly beginnmg to have its 
effect in this country. A reader has been 
three months waiting for a cylinder for 
his American made motor cycle and 
has not yet been successful in obtaining 
one. As every novice knows, imports of 
motor parts are prohibited. 

A Good Ship Lost. 

It is always sad to hear of a good ship 
being sent to the bottom, and it is with 
great regret that we learned last week 
that H.M.S. Bcn-nuj-cliree, the seaplane 
carrier, was sunk by gunfire in Kastelorizo 
Harbour, Asia Minor. Commander C. R. 
Samson, R.N., D.S.O., the pioneer sea- 
plane flier of the British Navy, was in 
command. Before the war Bcn-my-chree 
was the crack ship of the Isle of Man 
Steam Packet Co.'s fleet, and carried many 
hundreds of motor cyclists and their 
machines to participate in or view the 
Tourist Trophy races. She was a triple 
screw turbine ship, capable of twenty-five 
knots, and was the largest of the flotilla. 
Several other I.O.M. ships have done, and 
are doing, splendid work in H.M. Navy. 

A "Waterbury" Motor Cycle. 

Mr. J. V. Watson, a well-known 
Southport motor cyclist, describes a 
curious and amusing experience which 
befell a local doctor who had borrowed 
an Elswick sidecar outfit for the period 
that his Belsize car was undergoing 
repairs. Not being accustomed to the 
three-wheeled vehicle, the doctor con- 
trived in some way to run the machine 
into a ditch containing about four feet 
of muddy water, himself falling clear 
into a field of potatoes. The machine 
stood in the ditch, immersed to the 
handle-bars, for fully twenty minutes, 
but when finally hauled ashore the kick 





starter was given a few digs, and, to 
the surprise of all, the engine began to 
fire! It conveyed its rider a_ distance of 
seven miles, finally stopping within a 
few yards of his home — a most surprising 
and obliging performance. 

Fines relative to Speed. 

We see that the Chief of Police in 
Denver, U.S.A., suggests that in order 
to prevent the speed limit being exceeded 
fines should vary accordingly, and that 
3f5, i.e., £1 per mile per hour above the 
limit ought to be an effective method. 
Although at the above rate the fines - 
would be extremely heavy, the idea cer- 
tainly sounds a fair one, and would prove 
much fairer than some of the unequal 
fines sometimes imposed .in this country. 
Who is to estimate the speed — the con- 
stable or the rider ? 

The V.A.D. and Red Cross Work. 

The useful work of the 5th East Lanca- 
shire V.A.D. , Manchester, is being aug- 
mented by the addition of a Motor 
TraUsjjort Section, comprising motor cars 
and combinations. The duties of the 
motor cyclists are, on receipt of tele- 
phonic instructions from headquarters, to 
form bearer parties to unload trains of 
wounded soldiers and convey the men to 
the various hospitals. As Manchester is 
said to be the largest distributing centre 
for wounded soldiers in the kingdom, 
there is generally plenty of work to be 
done which is entirely voluntary. Offers 
of help should be made to" Sec.-Lt. 
Woods at Newbury Hospital, or at 287, 
Deansgate, Manchester. 

Despatcli rideis attached to oui gallant French Ally. Desvarenne (lourth from lett) is well 
known in France as an exponent of the Morgan runabout. 

JANUARY i8ih, igiy. 


Less Petrol Probable. 

The suggestion of a possible reduction 
in petrol allowances after April ' will 
come as a shock to motorists. 

the national War Funds. 

At the week-end the principal war 

funds stood as follow : 

The Prince of TFales's Fund (dis- 
tributed i3,S29.719| .. .. £6,022,829 
British Red Cross Fnud .. .. 5,960,897 
Tobncro Fnnd 123,751 

A Strenuous Test. 

During a recent visit to the works of 
Messrs. A. J. Stevens and Co., Ltd., we 
were able to examine several engines 
under load test on the bench. Tlie ' 
engines are run on full load for eighteen 
hours witliout any concentrated air 
draught, tlie fuel used being coal gas 
from the town main. We are told that 
the engines seldom overheat during this 
strenuous test, though coal gas gives a 
very much hotter explosion than petrol. 

Running on Coal Gas. 

The A.J.S. testers state that coal gas is 
not very satisfactory as a fuel. The explo- 
sion it gives is more by way of being a 
detonation than that of petrol, and though 
an engine will " rev." indefinitely on coal 
gas, it gives off little power. An engine 
which will develop about 8 b.h.p. on 
petrol will seldom develop more than 
4 b.h.p. on coal gas. 

Measuring Gradients. 

Is a gradient of 1 in 1 vertical? We 
have heard this point disputed many 
times, so perhaps a brief explanation will 
clear the atmosphere. In railway engi- 
neering a gradient of 1 in 1 is vertical, 
the distance being measured in this case 
along the surface traversed, but in road 
engineering a gradient of 1 in 1 is equiva- 
lent to 45°. In road engineering the 
measurements are made along the two 
sides of the triangle which adjoin the 
right angle. 

The Newcastle Motor Club. 

The Newcastle Motor Club held its 
annual general meeting on the 9th inst. , 
and, judging from the report we have 
received, the club still seems to be in a 
fairly flourishing state. Last year funds 
were utilised in providing comforts for 
wounded soldiers in local hospitals, and 
we are informed that practically the whole 
"of the club has qualified for first-aid work. 
Following upon this, the club is associ- 
ated with the V^.A.T.S. (Air. Raids), and 
the members perform duty in calhng the 
nurses to the various stations- 
Warning to Petrol Users. 

The daily papers on.. Tuesday published 
a statement to the effect that the Petrol 
Control Committee had learned that 
motor spirit licensed for consumption, 
free of duty, in commercial vehicles, is 
in some cases being used in private cars 
without the fuU duty being paid, and 
also that motor spirit is being supplied 
by retailers without any corresponding 
entry on the licence. The committee 
gives notice that proceedings will be 
taken against offenders. As a matter 
of fact, as The Motor Cycle has pointed 
out before, the system of petrol distri- 
bution by licence is open to all sorts of 
tricks (some of which we have exposed) 
and possible evasions. 

War Loan. 

The Duiilop Rubber Co., Ltd., has 
applied tor a quarter of a million of the 
new loan. 

Values of Second-hand Machines. 

The question as to the extent to which 
the present inflated prices of second-hand 
motor cycles will be affected when peace 
returns is discussed in our leader this 

From Motor Cycle to Light Car. 

Many motor cyclists know Miss Nora 
Hough by name as a pre-war competition 
rider on a Douglas. In W'ednesday's issue 
of T?ie Light Car she relates her experi- 
ences with a light car coupe, under the 
title of "Leaves from a Lady's Log Book." 

The Trade and National Service. 

The position of the motor cycle trade, 
as outlined in our leading article of 
January 4th, is still being discussed 
anxiously by leading men in the trade. 
It is hoped and expected that Mr. 
N eville Chamberlain, the Director General 
of National Service, will be sympathetic 
to an industry which has rendered such 
good service in the war and brought to 
this country so much gold. 

A Rotary-engined Motor Cycle. 

When The City of Birviingham went 
down some few weeks ago there was on 
board a most interesting new design of 
motor bicycle possessing a rotary engine. 
The machine is the invention of a native 
of India, and he was taking this fore- 
runner of a model, which is intended to 
startle the earth, back to India with him. 
The inventor is very optimistic as to the 
success of his design, and is confident 
that it will not be long before public 
curiosity in the successful application of 
the rotary engine to a motor cycle is 
satisfied. Though the man responsible 
for the machine obtained particulars of 
insurance facilities, at the last moment he 
decided not to avail himself of them. 
Bad luck indeed ! We learn that other 
specimens are well on the way. 

A Motor Cycle Thief. 

In our issue of December 14th we men- 
tioned a case where a man in uniform 
wearing shoulder letters of the 7th 
Lancers (which regiment does not exist) 
had succeeded in stealing a motor cycle. 
Evidently the same person is at work 
again, for the Metropolitan Police are on 
the look out for a man about twenty-four 
years of age, wearing khaki, with two 
wound stripes on the left arm, who 
states that he is in the Lancers, and 
attempts to victimise persons with motor 
cycles for sale. Just lately, it is alleged, 
the man has succeeded in getting 
away with machines from Sbepperton, 
Battersea, and Wandsworth. He always 
tells the same tale, that his commanding 
officer has seen the machine advertised in 
tlie papers and had sent him to try it 
with a view to purchase. To one of his 
victims, an Army ofScer, he produced a 
forged letter from a colonel in the 
Lancers, authorising him to try the cycle. 
The wanted man is about 5ft. Sin. in 
height, and has a very sallow complexion. 
He has two gold teeth in his upper jaw. 
He invariably replies to advertisements 
which have appeared in The Motor Cycle. 

A Machine Gun Demonstration. 

On Friday, the 12th inst., the Black- 
pool Motor Volunteers were given a 
demonstration of the latest Lewis 
machine gun, a sample of which was 
secured for the purpose by Cpl. T. 
Sharpies. It was shown how deadly a 
weapon this gun may be in the hands 
of an experienced marksman, and it is 
hoped that the Corps will soon secure 
one of their own. These guns have a 
range of over 2,000 yards. 

The Best Use of Men "Called Up." 

In assuring the Government of^ its 
desire to assist the Director of National 
Service in any way possible, the Execu- 
tive Council of the Association ^ of 
Chambers of Commerce of the United 
Kingdom points out that " from its own 
experience as representing many of the 
principal cities and towns in the United 
Kingdom the best use is not being made 
of the men now called Bp, in that more 
men than are necessary are being 
employed upon work ; that men having 
definite duties have not enough work to 
fill up their time ; and that men are 
often not placed in positions for which 
their previous experience qualifies them." 

Another "Just So" Story. 

A correspondent to the Hull Daily 
Mail gives a very entertaining account 
of a despatch rider's adventure in East 
Africa. He says : 

" One of the squadron motor cyclists 
dashing along the road with a despatch 
became suddenly aware of a rhinoceros 
which bore down upon him, passing close 
behind him. An exciting chase ensued, 
which resulted in the cyclist abandoning 
the bicycle to its fate, and hiding himseli 
in the long grass. In all probability the 
fumes from the petrol prevented the 
rhinoceros scenting the cyclist, for he 
spent some time in cautious examination 
of this new inhabitant of the jungle. 
Then he trotted ofi, and the motor cyclist 
attempted to regain possession of his 

"To his horror, however, he perceived 
the rhinoceros returning, and again fled 
to cover. However, the great beast, 
which showed signs of having been 
wounded, disappeared." 

1917 American Models in England. 

We have received a letter from the 
Wulfruna Engineering Co., Ltd., which 
asks pertinently how 1917 model Harley- 
Davidson motor cycles can be offered in 
face of the embargo on foreign imports 
of motor vehicles, and suggesting that 
the Motor Cycle Manufacturers' Union 
sliould take the matter up. The Wul- 
fruna Co.'s representative is moved to 
complain by reason of the fact that the 
British Government is stopping the pro- 
duction of motor cycles in this country 
from the 15th proximo, as mentioned in 
our last issue. We are able to throw 
some light on this case. The facts, as 
we understand them, are that a few 
weeks ago, at short notice, the Harley- 
Davidson Co. agreed to release the whole 
of its stock of H.D. machines to the 
Russian Government for Army purposes 
on the condition that tliey were granted 
a permit by the Board of Trade to 
import new machines from America to 
replace the stock. This course, in the 
exceptional conditions, was allowed. 



JANUARY i8ih, 1917. 


A Convenient Method of Starting an Engine run on Heavy Fuel. 

IT has been known for a long time that an engine ' 
can be run on acetylene gas. Acetylene gas, 
however, is somewhat uncertain in its action, and 
therefore it is not advisable to run an engine con- 
tinuously on it. This gas has been employed success- 

A rubber tube conveys the acetylene gas to an auxiliary jet inserted 
in the top of the carburetter, 

fully by Mr. H. G. Passey, model railway engineer, 
74, Bertram Road, Hendon, London, N.W., for 
the purpose of starting his 4^ h.p. B.S.A. motor 
bicycle when using pure paraffin. The jet consists 

of a -^in. brass tube fixed into the vaporising chamber 
of the B.S.A. carburetter, having a -jpn. hole. To 
start the ■ machine the paraffin is turned^ on,- the 
carburetter flooded, and the water turned on in the 
small generator, which is connected to the , auxiliary 
jet by means of a rubber tube. After injecting 
paraffin into the cylinder for the purpose of freeing 
the rings the engine may be started. The machine 
in question is a 1917 model 4|- h.p. B.S.A., which 
is quite new and has only run a few miles. 

No Need for Petrol, 

As the day when we inspected the device was cold, 
the engine was very stiff and starting was not par- 
ticularly easy. The machine had to be pushed to start, 
which it succeeded in doing, after the third attempt. 
Immediately the gas had started to generate, the water 
was turned off and the engine at once fired, the paraffin 
smoking a little as it did so, but probably when warmed 
up there would be no smoke at all. Mr. Passey is so 
pleased with the success of his device that he has 
decided to fit it to standard makes of carburetters. 
He will fit a standard carburetter with a jet for 12s., 
and supply a complete- outfit with generator for 22s. 
6d. With this device there is no need for petrol at all, 
as the machine will start on the acetylene and fire the 
paraifin immediately afterwards. Mr. Passey also 
claims to run about 50% more mileage to the gallon 
with paraffin than with petrol. 


A meeting of the motor cycle section of the 17th W.D. Volunteers at Owler Bar, near Sheffield. It was the final run for three of the 
members, who are about to leave for active military duties, and after operations the members unanimously decided to make them a presentation 
in the form of a roll containing articles useful on active service, (Inset) Commander Riley on a Clyno outfit leaving the meeting. 

JANUARY iSlh, 1917. 







I HAVE recently been sampling transmission systems 
on various lightweight machines, and have come 
to the decision that a combination which does not 
appear to exist would be about ideal — namely, chain- 
cum-belt drive with a friction gear on the lines of the 
Enfield. The existing two-speed systems may be set 
down as follow : 

1. All chain, with gear box only. 

2. All chain, with gear box and clutch. 

3. Chain-cum-belt with gear box only. 

4. All chain, with friction gear. 

Simplicity, Foolproofness, and Cheapness 

My present lightweight is all chain with gear box 
only, and so far as my own use is concerned this little 
machine leaves nothing to be de- 
sired. But a lightweight should be 
essentially a machine which any 
juggins can ride, and therefore the 
gears should be foolproof. It is 
really astonishing what gears will 
stand, but it makes one shudder to 
see the uninitiated idiot, after miss- 
ing his gear, allow the machine to 
come almost to a standstill, then 
slam in the low gear with the engine 
racing. Therefore the system, ex- 
cellent though it is in the hands of 
a rider who knows how to " wait 
for his engine," falls short of per- 
manency in that it can be atrociously 
bungled by the novice. 

Next on the list is the all chain 
drive with gear box and clutch. This 
is all right so fai as it goes, but 
there are so many conflicting opinions as to whether 
or not a clutch is necessary on a lightweight machine 
- that the system is hardly likely to hold its own -against 
the combined gears and clutch (friction gear). It 
seems to me that the only important point in favour 
of the separate clutch is that it can be controlled from 
the handle-bars, and a properly tuned lightweight will 
run so slowly that this is superfluous. 

Then again, we are adding complicatioris, weight 
and cost. A clutch, to be of any real use, must be of 
certain dimensions which do not fit in with the com- 
pact and diminutive measurements of the permanent 
lightweight, and an inefficient clutch is a thousand 
times worse than none at all. There are, unquestion- 
ably, one or two lightweights with this form of trans- 
mission which leave little to be desired, but judging 
the system from an entirely unbiased standpoint it 


No. 1 shows gear box only; 
clutch ; No. 3, chain-cum-belt 

would seem to me that it falls short of permanency. 
Simplicity, cheapness, and absolute foolproofness are 
the necessary constituents of the permanent light- 
weight, and it would appear that this system is ruled 
out on all three. 

Smoothness and Controllability. 

We come no^y to the chain-cum-belt with gear box 
only, i.e., no clutch. In this case the belt performs 
a valuable function in that it absorbs the nerve-racking 
shocks which occur when the rider, in changing gear, 
does not wait for his engine. But that the shocks do 
occur, and that shocks cost money whether or not they . 
are partially absorbed, is obvious. The lightweight 
rider will always include the learner and the unteach- 
able, and in the majority he will not possess that fine 
judgment necessary for changing 
gear on a solid drive. 

All chain with friction gear — 
Enfield system. This is the best I 
have come across, on account of the 
foolproofness and smooth engage- 
ment of the gear, but I prefer the 
final belt drive in the case of light- 
weight machines, because it is 
absurdly cheap to run. The argu- 
ments against the chain-cum-belt 
system when applied to a heavy- 
weight lose their force when the 
system is applied to a lightweight. 
Therefore I think that the friction 
gear in combination with the belt 
drive would be very near the ideal, 
and it would mean that the strain 
on belts and tyres would be so 
greatly reduced that their wear 
would be almost indefinite. 

Then, of course, there is the huge advantage of 
having a free engine position from which one can 
make a standing start if through bad surfaces or an 
up gradient such a proceeding is necessary. 

Summing up, then, I have criticised no particular 
system, but all of them, and have recommended one 
which does not appear to exist. The friction gear is, 
in my opinion, undoubtedly the for lightweights, 
not only on account of its absolute foolproofness, but 
on account of its convenience and simplicity. Its use 
does not require that fine judgment which only experi- 
ence can give to the rider — -experience which a large 
number of lightweight riders will always be without. 
Whether or not it be combined with a chain-cum-belt 
or an all-chain drive is, perhaps, a matter of personal 
tastes. H.1\LB. 


No. 2, gear box and 
No. 4, tri-chain gear. 



To stop and stand a motor cycle on 
a slanting pavement or side hill. is 
impossible at tim^s with the 
ordinary stand, as its base will take the 
position of the sloping surface. The 

An adjustable 
motor cycle stand 
of which the base 
is pivoted in the 

If the soldering iron be not too hot, the 
solder takes the consistency of putty, 
and is very easily applied. It should 
prove most useful for such a job as 
mending a motor cycle tank. 

Mr. Bevan, who is on military service, 
is anxious to get the manufacture of 
this solder taken up on a large scale. 

stand illustrated 
has been designed 
to overcome this 
difficulty, and, 
since practically all 
England is engaged upon war 
work, it is almost unnecessary 
to state that the device eman- 
ates from America. 


THE principal object in utilising a 
small-powered petrol engine in con- 
junction with a road sweeper was 
to enable one man to carry out the opera- 
tions of sweeping, tarring, and gritting 
without additional help. As will be 
seen from the photograph accompany- 
ing, the rear of the chassis carries 
the rotary sweeping brush, and is cut 
away from the centre to one side. The 
grit, tar, and petrol tanks are carried on 
a bracket above the machine. 

The engine is mounted on a platform 
to the fore, and its power conveyed by 
means of countershafts to the road wheels 
and various moving parts. Small-sized 

The base of the stand is 
pivoted in the centre, and a 
short vertical lever is made to 
slide on one of the side members. 
When a machine is pulled up 
on to tlris stand, foot pressure 
on the end of the lever enables 
the base to accommodate itself 
to any angle of the road, and 
compensates for any grade, thus 
keeping the machine upright. 
A stand of this character is 
really wanted on sidecar ma- 
chines, which when on the stand 
usually are resting on one leg 

An Autc-vvheel powei unit is used to piope! ttiis treble 
purfose machine, which is capable of sweeping, tarring, 
and gritting roads, with only one man in charge. It is a 
sign of the times to observe the adaptation of a petrol 
engine to a road sweeper. 


WE have lately been putting to a 
test some plastic solder sent to us 
by iVIr. A. P. Bevan, of Willestrew 
House, Tavistock, Devon. With this 
solder it is possible to mend quite large 
holes, and we show herewith a sketch 
of an actual repair. The gash measures 
32x4 mm., and has rough edges, but the 
solder has effected a sound repair. It 
was applied without any support to 
prevent the solder from falling through. 

road sweepers are guided by an operator 
walking behind ; on larger sizes he is 
mounted on the machine. The makers, 
the Road and Street Appliance Co., 
Greenock, inform us that it has proved 
entirely satisfactory, even with a small- 
powered air-cooled engine, though on the 
larger machines the intention is to - fit 
water-cooled engines. 

Plastic solder is handy in cases \yhere the 
ordinary melal coxJd not be used. 


A KENT a question published in The 
Motor Cycle recently, a corre- 
spondent has sent us sketches 
showing how he altered a magneto 
designed for a 50° twin to fire accurately 
an engine with its cylinders set at 48°. 
The firing intervals on 
a 50° twin are 410° and 
310°, but as a magneto 
runs at half engine 
speed the angles be- 
tween A and B will be' 
205° and 155°. The 
latter angle must be in- 
creased to 156° to 
render the magneto suit- 
able to a 48° twin, and 

The dotted 
hnes show the 
portion of cam 
ground away. 

JANUARY iSiJt, 1917. 

this can be attained by grinding approxi- 
mately one-third of a millimetre off the 
cam either at A or B, the points where 


.^^ . B^ 

Diagram showing angles between bring 

points on the contact breaker. 

the rocker arm makes contact with the 
cams. This, of course, must be done 
very carefully. 


WE give below the av-erage prices of 
second-hand models offered for 
sale in The Motor Cycle. Where 
it is possible to obtain a sufficient number 
of each model the average for the past 
week is quoted, otherwise the last average 
is given, if within four weeks. Difficulty 
in obtaining a sufficient number of one 
particular model often arises, owing to 
the fact that many advertisers omit some 
of the most essential details. 

— Average Latest 

for weekly 

Make. Year. li.R laSt average 

week, obtainable. 

A.J.S. ...T. 19166 3-sp. sidecar . . — £95 

Allen 1916 



Clyno ... 

Douglas . . 


Excelsior . . 
H. -Davidson 



6 3-sp. sidecar 

2% 3-speed — 

2I 3-speed £52 

6 sidecar — 

2-stroke, 2-speed . £38 

5 3-sp. sidecar . . — 



Henderson . . 
Huniber. .. . 

Indian 1916 


„ ..... 1916 



James ..... 19:5 

Levis 1915 

Matchless , . 1915 
New Hudson 1916 
New Impenal 1916 
Norton .... 1916 
P. & M. ... J914 
Premier .. r9i4 

Radco 1915 

Rover 1916 


Rudge 1913 


19 1 5 







. . 1914 

„ ■- 1913 

VVilli.imson . 1914 

Zenitli ..... 1916 

„ 1914 





Scott . 

Triumph . . 

6 3-speed 

8 2-speed . . . . 

4V 3-speed 

4I 3-sp. sidecar , . 
4I 3-sp. sidecar . . 

2I 2-speed 

6 3-sp. sidecar . . 
6 2-sp. sidecar . . 

2-5p. 2-stroke ... — 

2j W.D — 

2j 3-speed £48 

2| 2-speed £42 

zl 2-speed £38 

4 3-sp. sidecar . . — 
23 2-speed £29 

6 2-STi. sidecar . . £79 

2-speed £47 

2-speed £38 

2-sp. sidecar . . — 

2-sp. sidecar . . — 
3-sp. sidecar . 
3-sp. sidecar . 

/ 3-sp. sidecar , 
4-cyl. sidecar . . . 

3! 3-speed 

Powerplus sidecar 

7 3-sp. sidecar . 

5 3-speed 

5 3-sp. sidecar . 

7 clutcT] — 

4i 3-sp« sidecar . . £68 

2I 2-stroke £20 

8 3-sp. sidecar . . — 

2-5troke £34 

2-stroke £21 

25 J.A.P £32 

3i 3-speed — 

z\ 2-sp. sidecar . , — 

3? sidecar £45 

2-stroke ........ — 

3i T.T — 

3! 3-speed £46 

3i Mult' £30 

3I Multi sidecar. . — 

5-"6 Multi — 

3^ 2-sp. sidecar . ." — 

35 2-spted — 

8 sidecar — 

6 sidecar ...... £80 

3! 3-speed £75 

4 sidecar ...... — 

4 sidecar £4:1 

3.1 sidecar £^7 

8' sidecar. £63 

8 sidecar — 

8 sidecar £45 

t' GradUa £48 










ti8 , 




fANUARY rSlk, tgij. 



8 h.p. SUNBEAM 

Improvements and 

Refinements in the Sunbeam 

Military Machine. 

RECENTLY we paid a visit to the 
works of Messrs. John Marston, 
Ltd., for the- purpose of seeing a 
large consignment of sidecar stretcher 
carriers just completed for the British 
and French Red Cross Societies. The 
stretchers are fitted to 8 h.p. Sunbeam 
machines, the sidecar chassis being- similar 
in construction to the ordinary touring 
model, except, of course, as regards 

Our iUustrations convey a fair idea of 
the outfits, which, it will be recalled from 
an a<:count in our Clu-istmas Number, are 
performing excellent work in connection 
with the British Ambulance Unit working 
in conjunction with the French Army 
in the Vosges. The stretchers can be 
removed from the chassis or remounted 
in a few seconds, the attachment being 

A tube IS extended through the wheel 
spokes, so that oil can be conveniently 
forced into the hubs by an oil gun. 

by means of a very simple locking device, 
brought in and out of action by the move- 
ment of four small levers placed at the 
points of support. 

All the machines supplied for the 
British Red Cross Society are fitted with 
Parsons non-skid chains on the rear 

Increased Ground Clearance. 

A very large number of Sunbeam 
machines are still being supplied to the 
various Governments, and at present the 
works are concentrating on an order from 
the Russian Government for forty-five 
machines per week. All these are the 

The latest 8 h.p. Sunbeam has 28in. X 3in. tyres, increased ground clearance, wider mudguards 
of dome shape, and many detail improvements. 

famous 8 h.p. model, half the order being 
for sidecar ammunition boxes and the 
other half for ordinary sidecar outfits. 

The military model 8 h.p. J. A. P. engine 
Sunbeam differs from the touring model, 
with which our readers are familiar, in 
several important points of design. In 
the first place, a minimum ground clear- 
ance of 6in. is provided, this being 
obtained by slightly raising the frame, so 
that the top bar takes a rather deeper 
fall to the saddle, and also by fitting 28in. 
wheels and 3in. tyres. The fitting of 
these large wheels is, we consider, an 
excellent point, and particularly desirable 
in the case of a military sidecar machine. 

Detachable Wheel and Clutch Improve- 

AU the wheels are, of course, detachable 
and interchangeable, and the original 
design has been simplified and refined. By 
simply loosening off one nut the wheel 
spindles can be drawn out, this allowing 
the wheel to fall without further trouble. 

The plate clutch contains double the 
original number of plates, the gripping 
surfaces being phosphor bronze to steel. 
The plates are now drilled instead of 
being provided with oil grooves, as in 
the original model — a much better 
arrangement, since the oil grooves were 
apt to accumulate dirt and became 
filled up, so that the clutch required 
occasional dismantling and cleaning. 
Besides requiring less attention, this 
clutch is even more perfect in operation 
than its predecessor, being remarkably 
sweet in engagement, and when properly 
home the drive is almost positive. 


Eothei'ham grease cups are used for 
all minor bearings in place of oil cups, 
and a highly practical arrangement for 
lubricating the wheel hubs has been 
adopted. As shown in our illustration, 
a tube projects from the centre of the 
wheel hub, the end of this tube, which 
protrudes just through the spokes, being 

Section of front wheel mudguard. 
Th; manner in which the two sections 
of the guard are attached and suspended 
from the forks. 

sealed by a hexagon-headed screw, 
which is provided also with a slot so 
that it can be removed either with a 
small spanner or screwdriver. Every 
machine is equipped with an oil gun, 
so that stiff oil can be forced into the 
bearing via the tube. This convenient 
and thoroughly practical method of 
lubricating does away with the awkward 
and unclean business of inducing in- 
adequate quantities of oil to enter by 
the usual small orifice. 

Another point of design, which can 
hardly be regarded as one of insignifi- 
cance, is the new design of front wheel 

A specimen of the present type ot 8 h.p Sunbeam stretchei camei as supplied to the British Red Cross Society and to 

la Croix Rouge Francaise. 



The Latest 8h.p. Sunbeam.— 

mudguard. The guard is about Sin. in 
width, enclosing the fork stays and the 
brake, and giving very ample clearance 
for the tyre. This guard is almost flat, 
but the edges are domed over to pre- 
vent mud escaping from its interior, 
and, since it encloses the forks, it must, 
of course, be in two sections. The 
attachment, however, is strongly made, 
the guard being suspended from the 
frame at this point by a substantial lug 
which forms part of one of the fork 
struts. It is inconceivable that such a 
guard could become clogged, even imder 
the most trying conditions. 

Double petrol connection from the divided 
tank to the carburetter. 

The tanks of both models are now par- 
titioned laterally, each partition having 
a capacity of 1\ gallons On the 8 h.p. 
and 1 gallon on the 3^ h.p. models. 

JANUARY i8tk, igi7. 

'Separate leads are taken to the car- 
buretter — a very convenient arrangement 
for those using hea\'y fuels. 

The Sunbeam people are certainly 
putting their military experience to good 
practical use, the outcome of which will 
undoubtedly be the production of a 
machine meeting the demands of every 
practical rider, whether at home or 
abroad. Though the whole of the fac- 
tory is employed on war work of o6e 
kind or another, there is every sign that 
s.teady development arid perfection cif 
detail are going on, so that we can cheer- 
fi,illy antioipatTe & post-war model 'p&r 

A Dutch Endurance Test of 558 Miles. 

(Top) The 
American Excdsior 
military team at 

(Right) Martin C. 
van de Wal (7 h.p. 
Excelsior, on the 
left), winner of the 
special prize for 
completing the dis- 
tance without rest. 

(Left) Lt. Bolton 
(2j h.p. Douglas), 
who fin ished 
successfully. This 
British mount was 
easily the lightest 
of the eleven sur- 
viving machines. 

IN all kinds of unpleasant weather and 
road conditions several winter motor 
cycle reliability trials have been held 
in Holland. The last was of a particu- 
larly strenuous nature, consisting of, a 
continuous test of thirty-six hours, in 
which regular running to a schedule was 
the chief condition. A circular course 
was plotted out of approximately ninety- 
three miles, which had to be covered 


six times, giving a total distance of 558 
miles. Among the twenty-one starters 
three rode British-made machines, viz., 
Sun, Rover, and Douglas, the latter, 
lidden by Lt. Bolton, completing the 
course successfully, and showing the 
ability of a 2| h.p. machine to follow 
7 h.p. mounts in all weathers. 

Among the competitors were two mili- 
tary teams, one riding Harley-Davidsons 

and the other American Excelsiors. Rain 
and snow were encountered during the 
run, and many experienced nasty falls 
owing to the unspeakable road conditions. 
Only half the competitors successfully 
completed the course. A special prize 
offered to riders making the best per- 
formance and taking the whole course 
without rest drew two competitors, the 
winner being Martin C. van de Wal. 

JANUARY iSth, igiy. 



The Editor does not hold himself responsible for the opinions of his corresDondent<! 
All letters should be addressed to the Editor. "The Motor Cycle." Hertford Street, Coventry, and must be accompanied by the writer's name and address^ 


S"".— After the war, what will become of the hundreds of 
motor cycles now in use at the Front? It is hardly probable 
that the Government will retain all of them, even if sound 
m wind and limb. 

There will, without a doubt, be a mass of motor cycling 
enthusiasts after the war who will search your columns for 
then- particular fancy. I can see a great danger looming 
"i'^'^^ni"''*'^ I'egard to the second-hand mount; for example, 
:he 1915 model which has been carefully stored during the 
lyar and the 1915 model from the Front. What a difference 
:here must be between the two mounts, yet they will pro- 
bably appear identical in the advertising columns, and how 
.s the prospective buyer to distinguish between them? 

If all, or part, of the machines from the Front are bought 
3y dealers, who, ^ after a slight overhaul, glut the second- 
land market, the private man will suffer. The great dano-er 
the buyer lies in the hidden defects in the rhachines which 
lave been ridden at the Front, which, although not apparent 
vhen bought, would show themselves after two or three 
nonths' usage, and, consequently, the reputation of the 
nakers will be at stake through no fault of their own. The 
Juyer's safety will also be at a discount if he gets hold 
if a machine which has been ridden at the Front and patched 
ip for sale. If the different firms who have supplied the 
Government with motor cycles will repurchase them the 
olution is easy; if not, I can see chaos and disaster in the 
econd-hand market. ALFRED CLARK. 


Sir, — I have not followed all the previous discussion 
fhich has appeared in your valuable paper on long versus 
hort stroke engines, but have just read with great interest 
ay friend Mr. Norton's excellent article, " The Case for 
he Long Stroke." He certainly makes out such a good 
ase for his splendid long stroke motor that many people 
fter reading his article may jump to the conclusion that 
U engines ^ with a stroke equal to, or approximately equal 
0, the cylinder bore were designed by men who did not 
now their business. Nothing could be more erroneous. 
Ir.- Norton makes the somewhat dogmatic assertion that 
; is never necessary to run the long stroke engine at 
high a speed as the short stroke to develop equal power, 
'his has not, to my knowledge, ever been conclusively 
roved. The fact that no motor bicycle with a short 
troke engine of equal capacity has hitherto equalled the 
wonderful performances of the Norton on Brooklands 
rack does not absolutely prove this assertion. 

Aiter having been mixed up with the design, construc- 
ion, and testing of successful engines of all types during 
tie last fifteen years or so, I firmly believe that it would 
e possible to build a square engine (bore equal to stroke) 
'ith overhead valves to equal and probably surpass the 
Norton records. 

In comparing long with short or medium stroke engines 
t equal cylinder capacity, Mr. Norton somewhat 
rudgingly admits that the latter have certain advantages 
ot possessed by the former, viz., the short or medium 
;roke engine is lighter per unit of power, and that at 
igh rates of revolution its bearing pressures are less, 
nerefore, I may be mistaken, but I venture to assume 
lat if Mr. Norton were called upon to design a high- 
owered aero engine wdiich has to fulfil the following 
iree conditions : (1) Maximum compactness of power 
nit; (2) minimum weight per horse-power, which, in 

itself, necessitates power being developed at a high r.p.m. 
with a high volumetric eificiency ; (3) highest possible 
degree of reliability— we should then see the medium 
stroke Norton competing with some of the best aero motors 
in the world which have a bore and stroke ratio of approxi- 
mately 4|in. to 5in. J. T. CLARKE. 


Sir, — It is quite apparent, without any careful study, that 
your correspondent, Mr. Addenbrooke, has. not had a suffi- 
cient experience with the flat twin to realise all its good 
qualities, when we read his ideas of the engine fixing not 
being secure enough to avoid pulling' over towards the 
driving side. 

We beg to point out to him the method with the most _ 
popular 2| h.p. model now in the market, and also the 
"slide rest" type of engine fixing applied on the 4 h.p. of 
the same make ; this absolutely does prevent any possibility 
of his mythical trouble. 

Having had a fairly varied experience with the points he 
mentions we can emphatically say that if the engine is fixed 
in the frame vertically in the first place when the machine 
is assembled, it will be found that after all the gruelling it 
can be put to (and it gets it here, Wiltshire) it has not 
shifted at all. 

May we also ask, if Mr. Addenbrooke judges a motor cycle 
from his own ability to drill holes iii the radiator fins of his ' 
cylinders, whether he has been in the habit of so doing, and 
for what reason? He will find, if he looks round, that all the 
cylinder fins of better class machines made of cast iron are, 
by a special , process in the casting, left hard, or brittle, as he 
calls it, partly perhaps owing to a special mixing of the 
metal, and the fact of its being cast by people who do know 
just what this' important part of a motor cycle should be. 

We must, whilst fully realising the sterling qualities of 
the A.J.S. machine, differ from him in his claims of it having 
the most silent timing gear on the road, and ask him to have 
another look round, see, ride, and generally study the prin- 
ciples of design of other machines, and then perhaps he will 
realise that the Americans are not far off being there every 
time; also the M.A.G., etc., which, although we do not 
agree with all Mr. de Lissa's ideas, is undoubtedly a very 
fine example of engineering in this respect. The 4 h.p. 
Douglas also cannot be called a serious offender in the matter 
of timing gear, being quite as quiet as the one Mr. Adden- 
brooke mentions, yet not "the most silent on the road." 

The usual disclaimer in cartloads. 


"The Motor Cycle Shop," A.S.C., M.T. " 

Sir, — I do not quite see the logic of "R.E.C.'s" statement 
that the fact that there are more parts does not help to make 
a breakdown ! What are the chief causes of trouble on the 

(1.) Plug trouble. It is obvious at once that the more 
plugs are used the more chance of sooting up, or oiling up, 
etc. Twin cylinders, twice the chance; four cylinders, four 
times the chance ; and so on. 

(2.) Broken piston' rings. Every cylinder added to the 
engine must mean an extra chance of this occurring 

(3.) Seizing up of the piston, or broken piston, broken 
connecting rod, or trouble with the small end bearings — it 
is again obvious that the same argument applies. 




JANUARY i8ih, igjj. 

It is eonimon to hear the single spoken of as a "jerky" 
engine ; but if one considers that at an average speed of 
2,000 r.p.m. there are no fewer than sixteen power strolces 
" a second, it will be seen that the four-stroke single compares 
favourably with an ordinary steam engine of the same power, 
as evenness of torque, of course, depends solely on power 
strokes per unit of time, and even an " eight stroke " single 
(if there were such a thing) would give a torque even enough 
for all practical purposes if it could be run economically at 
double the revolutions per minute as a four-stroke single. 

The old bugbear of extra wear on tyres and transmission 
with a single compared with a multi-cylinder was exposed 
long ago. I get over 2,500 miles from my back covers before 
they require retreading, and I do not think that can be 
bettered by any twin. Nearly all my work is with heavy 
loads in the sidecar. 

The only case I have had in five years of chain breakage 
was on a two-stroke twin. Of course, if riders will over- 
gear a single and let the revolutions down so as to cause 
tugging, they must expect trouble with wear. Also, it is 
common to see some, riders attempt to crawl round a sharp 
corner at little over walking pace on top" gear to save the 
trouble of changing down (not much trouble with a Sturmey- 
Archer countershaft gear !). This, of course, is rough on the 
engine and tyres ; but, if driven with a little intelligence, 
always " keeping the revolutions up " whatever the gradient, 
there will be no undue wear. 


Sir, — Though following with great interest your columns 
anent the "Single v. Twin," I did not intend to enter 
the ranks of the inkslingers, who so steadfastly uphold the 
cause of their particular choice. But " Yorkshireman " in 
your issue of December 28th has altered my decision. 

What he, in coinmon with hundreds of others, does not, 
or will not, realise is that, quite apart from the type of 
machine to which it is fitted, or the purpose that machine 
is. required to fulfil, the gear box of io-day is made to be 
used! His phrase, " The rider can almost regard his two 
lower gear ratios for emergency purposes only," to my mind, 
entirely spoils his letter. 

It might have rung true in the days when so-called "gear 
boxes" were unreliable, flimsy contraptions, with which, one 
took the risk of a stripped pinion with each change of gear ; 
but the present-day reliable gear box of first-class make — 
and the " dud " ones are now few and far between — is made 
just as much to be used as that of a car. 

If a car driver hangs on to top he is called chosen names 
and branded an idiot. Why, then, should a motor cyclist 

" Yorkshireman " must realise -that the possession of a 
four-speed gear box brings us one step nearer to the motor 
car — surely the ideal of the motor cycle designer. Apart 
from which fact the delight of using intelligently a gear box, 
as apart from making a machine "a demon for top gear 
pulling," seems to be realised by a strict minority. 

The fact of using one's gear ratios is not — as "Yorkshire- 
man " seems to think — a drawback, but one of the greatest 
advantages of the motor cyclist. PROGRESS. 



Sir, — For some years in South Africa and this country 
I have been an interested reader of your valuable paper 
and have come to the conclusion that some one of your many 
readers will probably be able to help me out of a difficulty. 

I have a 6 h.p. Zenith (standard) of, I think, 1912 model," 
which is' somewhat heavy to push in order to start. I 
have written to the makers asking their views as regards 
converting the machine to a kick-start and clutch model, 
" but they inform me that the cost of conversion would be 
too great. 

I have no desire to sell my present Zenith, as I cannot 
afford a new machine. Could any of your readers suggest 
a method by which I could attach a hand or kick-start, 
and approximate cost ? 

I have thought of a new wheel with separate driving 
pulley and a hub gear, but do not know if I could obtain 
a wheel with a spindle of lOin. which is required on a 

I should be grateful to any reader who could help me 
out of this difficulty. J. HARRY McEWEN. 

Niirobi, British East Africa. 


Sir,— I noticed some time ago m The Motor Cycle an 
article on electricity for lighting purposes, which greatly 
interested me. I have'now fitted up head, width, and tail , 
lamps to my sidecar machine. I am running them off a 
30 ampere hour ignition accumulator, four volt, which is 
giving me about fourteen hours Hght. I have an ordinary 
head lamp with adjustable holder, in which I run a .5 
ampere miniature screw lamp as used in pocket lamps, and 
have run my width and tail lights in series (2.5 amperes each), 
so that by looking at the road by my sidecar I can tell if the 
tail light is' in. I have made my own width and tail lamps 
out of old electric switch lamp holders, and the whole outfit, ■ 
including the head lamp, has not cost me 30s. I am gettmg ■; 
sufficient light to do riding on the N. Wales roads after 
dark, and until recently have not been troubled with the 
lamps. I charge my own accumulator at home, so that, .^ 
with the assistance of your paper, I have rigged up a cheap -^ 
lighting outfit, which is highly satisfactory rtr\n-oTi<T> 


Sir,— One reads and hears a great deal about post-war 
models of motor cycles. I sincerely hope that -the new 
models wOl be several times quieter than the average exist- 
ing model, particularly as far as the single-cylinder is con- 
cerned. For many years I have taken a great interest m . 
motor cycles, and am myself an engineer, but I must say 
that, if I had my way, at any rate, the average single-^ 
cylinder motor cyclist should be heavily fined every time he 
goes out for the abominable noise made from the exhaust 
of the machine. No doubt a number of motor cyclists will 
scoff at this idea,- but I can assure them that a great deal 
more harm is done to the motor cycle movement from the 
noise of the machine than anything else. The average lay- ' 
man speaks of motor cycles as " those noisy things," and for 
once the average layman is correct. Incidentally, the fore- 
going remarks are applicable to the correspondence you are 
publishing, referring to the single-cylinder vertical _ engine 
against the horizontal twin, and, if from no other point, the 
horizontal twin is a vast improvement on the noisy vertical" 
single. A.M.I.E.E. : 



Sir,— It is refreshing to see you continually hammering at 
the manufacturers to produce a better mudguarded machine 
and so keep the motor cyclist clean when motoring. i 

I have had a new 4 h.p. single for eighteen months, and"^ 
the one and only tiling I have against it is the front mud- 
guarding. In the winter I fix up my .own. mud shield and/ 
discard it for the summer, but going down to business the 
other -mornmg after a night's rain I was slushed up to the^ 
knees before I had travelled a mUe. 

It is exceedingly aggravating to have to put up with such 
crude mudgiiarding when a better could so easily be adopted 
without spoiling the appearance of the machine. 

I have no alternative but to motor cycle to business, all 
weathers (five miles), and have decided to try some other 
make of cycle if the makers of my machine will not give 
better protection against mud from the front wheel than the 
system at present used. 

'Considering the times through which we are passing, your - 
paper Joses none of its interest — a great credit to the 
organising staif. J. RYCROFT. 


Sir, — Noticing with interest the different letters appearing 
in The Motor Oyclt, dealing with the comparisons on flat 
twins and 500 c.c. single-cylinder engines, I should like to 
ask a question. 

It is generally admitted that the fitting of an outside 
flywheel on an engine goes a long way towards ma k ing it 
easy starting and smooth running. As the outside flywiieel 
is fitted on flat twins and the greater majority of baby two- 
strokes, why is it that there are not more 500 c.c; singles 
similarly fitted? 

In Capt. Lindsay's letter in your issue of December 7th 
he said, "Watch a Blackburne turning over in neutral." 

Sm-ely, then, it would be equally advantageous to fit an 
outside flywheel on similar 500 c.c. singles to remedy the 
" snatchiness " of drive complained of by numerous riders. 

Sherborne. - A.H.S. 

JANUARY i8lh, igi?. 



Sir, — Engine efficiency is often ascribed to overhead valves, 
but I do not think that this is always the case. I possess 
a 1912 3^ h.p. Premier with extra exhaust ports. This I 
run with a coachbuilt sidecar, and I have taken my wife 
over Llanberis Pass without a falter during a tour in North 
Wales — in fact, none of my friends owning 3^ h.p. machines 
can keep with me, and I can give a 6 h.p. machine " a run 
for its money." It may be argued that the Premier machine 
holds no records, but that does not trouble me. 

The usual disclaimer. LK 1810. 



Sir, — After two years of enthusiasm for the cycle car, I 
have come to consider my old mount — a sidecar combination 
— the best. There is something far more fascinating about 
the posture on the saddle and the grip of the bars than 
sitting down lazily in a car seat. Then, too, the height of 
the saddle gives a far better view over hedges both of the 
road ahead and of the scenery around. Again, unless 
one is settled in a house where one can rig up one's own 
garage or is near a convenient proprietary garage, the 
detachability of the sidecar is useful. The possibility for 
the conveyance of extra passengers at odd times for special 
occasions is also much better on a sidecar outfit. To 
improve the sociability, I think of rigging up a special 
sidecar seating which will decrease bodywork, and so make 
for increased accessibility, too. 

Will your readers kindly give me, c/o the Editor, their 
opinion of the 3J h.p. Scott with sidecar attachment ? It so 
happens I have met this machine but little in close acquaint- 
ance. IVOE E. MERCER. 


Sir, — May I point out that all Sturmey-Archer gears can 
have the gear control position shifted in ten seconds or less 
to suit either hand or 
foot control by the 
mere slackening of a 
stud ? I enclose a 
sketch of what I 




Sir, — May I make a 
few brief and simple 
observations on the 
above subject ? Free 
carbon, for such is 
the deposit in petrol 
engines, is found in 
many forms, such- as 
soot of all kinds, 
charcoal, graphite, 
etc., and is the re- 
sult of decomposition bj? heat. Large quantities of free 
carbon, similar to that in question, are found in gas tar. 
This is due to the decomposition by heat of the tar oils on 
the hot sides of the retort. It is therefore certain that 
carbon in petrol engines is largely due to decomposition of 
the lubricating oil. The more generous the lubrication the 
greater the deposit. 

As regards fuel, the less perfect the combustion (as in 
the case of a smoking lamp) the more carbon is produced. 
Most of us are familiar with the black exhaust of a rich, 
or imperfect, mixture. The colour is entirely due to 
particles of carbon, and it is only reasonable to suppose 
that a good deal of it adheres to the piston and cylinder, 
especially when they are moist through lubrication or im- 
perfectly vaporised fuel. 

Co)ic!usio7is. — The prevention of carbon deposit is impos- 
sible. Excessive deposit is caused by (1) over lubrication, (2) 
too rich mixture principally through reduction of air to pre- 
vent knocking, (3) carburetter not adapted to fuel (practically 
all carburetters are tuned for petrol No. 1), (4) hot engine, 
and, in the case of petroil engines, (5) the petrol helping to 
burn the lubricating oil. 

If the above suggestions are correct a water-cooled engina 
will carbonise less rapidly than an air-cooled engine. 

By loosening the stud A the gear 
change lever of a Sturmey-Archer 
gear can be adapted to foot control. 
(See letter from Lt. P. J. Linden, 
A.S.C., M.T.) 

" Ixion " and others will be interested to know that I have 
had a Lodge plug in my Triumph since 1913. It has run well 
over 20,000 miles and, as far as I can remember, has only 
sooted up twice. During this time three spares have worn 
out by friction in the bag. FREE CARBON. 



Sir, — Being one of those who take a good deal of interest 
in the various experiments described by various correspon- 
dents in The Motor Cycle, I think perhaps one of my own 
experiences may interest you, more especially as it seems to 
me ratlier extraordinary, and a direct contradiction to 
commonsense and science. 

The machine I ride is a heavy 4^ single-cylinder com- 
bination. I have nothing but praise for the behaviour of 
the engine, often under trying circumstances, and solo the 
machine is wonderfully fast, without any special tuning, 
and is very economical in the way of petrol. In pre-war 
days I used benzole neat, when I could get it. At present 
I have to use the liquid designated as petrol, but I also use 
an equal quantity of what is, I believe, a low grade benzole, 
the addition of the latter being absolutely jiecessary to bring 
the present-day No. 1 petrol up to the same standard 01 
pulling power as the old pre-war No. 3. 

I may say in passing that I have run on half petrol and 
paraffin, also on pure paraffin, though the latter was only 
for short distances, and I don't think much of either. 

Long ago I thought of a kind of air scoop to the carbu- 
retter, but I did not experiment in that direction until one 
day a friend of mine suggested an arrangement of that 
nature to help, if possible, to compensate for the inferior 
quality of the petrol. I then rigged up a sort of shield to 
help direct air on the valve pockets and convey the heated 
air to the carburetter, so that the engine drew hot air not 
only through the extra air inlet but also through the main 
air inlet. I took great care that the free passage of air was 
ensured. On trying the attachment I found no apparent 
advantage; in fact, I thought it a disadvantage, so I set to 
work and made another and more perfect attachment, but 
to my disgust I found the engine ran hot, knocking on the 
slightest provocation and refusing to take anything but the 
mildest of hills, and I fancy the consumption went up 
considerably, but of this I cannot be quite sure. At first 
I thought that perhaps the cooling of the valve pockets was 
interfered with by the air scoop or shield, or whatever you 
may call it, so I removed this, but obtained no better 
results. I then replaced that portion and removed the tail 
end so that the engine drew in cold air as usual, with the 
result that things became normal again, proving that the 
cooling of the valve pockets was not the trouble. 

I may say I was running on petrol only at this time ; 
weather conditions were good, the experiments being made 
in July and August. 

Shortly after this I saw a description in The Motor Cycle 
of an attachment identical with mine fitted to a Triumph, 
and which gave very excellent results. Now I quite believe 
it_ did give good results in the other case, and I know it 
ought to have given good results in my case, but the fact 
remains it -did not do so. I wonder if any of your readers 
ever found that their engines run better on cold than on 
hot air ? I may say_ that on ordinary occasions my engine 
is not given to running hot. 

There has been much writing about heating the induction 
pipe, and I am sure this is quite right where a long induc- 
tion pipe is used, but with a short pipe, when the carbu- 
retter is close up to the cylinder, surely heating is unneces- 
sary. In my case, after a very short time running the 
carburetter (a B. and B. of the new type) gets nice and 
warm, and I am quite sure the petrol is thoroughly 
vaporised before it gets into the cylinder. When one comes 
to think of it, surely the petrol must vaporise thoroughly 
after passing (even in large drops) into a hot valve pocket, 
and thence through a small circular slit past a hot 
valve head into a still warmer cylinder. I will admit the 
time occupied by the petrol in passing from the jet to the 
cylinder head is very short, but then the passage is very 
hot, and after all even third grade petrol is a highly vola- 
tile substance, or rather liquid. 


[Owing to the large number of interesting letters received weekly, 
many have to be held over for want of space. Correspondents 
are therefore asked to be brief and to the voinl. — Ed.] 



JANUARY i8th, 1Q17. 


A Review of the Conditions applying to Motor Cycles. 

THE lighting regulations with which 
motor cychsts must conform are 
now more uniform throughout the 
country, and are as follow : 

If lamps with fronts exceeding 6in. 
across are used, the fronts must be so 
covered that light can only pass through 
a central portion not exceeding 4^-in. 
in diameter. All electric and acetylene 
lamps (including the central apertures of 
head lamps reduced as described), and 
all candle or oil lamps with lens fronts, 
must be obscured, as at present, with 
at least one thickness of ordinary white . 
tissue paper or an equivalent medium. 

The special restrictions which apply 
at present in certain towns .in the Eastern 
Counties remain unaltered — that is to 
say, the disc with six holes must still be 
used on electric and acetylene head 
lamps and on oil and candle lamps with 
lens fronts. 

The six hol^s referred to must be 
circular, half an inch in diameter, and 
must be spaced equally around the opaque 
disc in such a manner that no portion of 
any of the apertures is nearer the centre 
of the disc than one quarter the diameter 
of the effective front of the lamp. Tissile 
paper or its equivalent must be used to 
cover the holes. 

The area covered in the Eastern 
Counties by the special restrictions re- 
ferred to was illustrated in The Motor 
Cycle of January 13th, 1916. 

No light of any description on aijiY 
vehicle which is at a standstill may be 
visible from the sea or th^ navigable 
waters of any estuary. 


(Left) Lamps 6in. in diameter, or 
less, shaded with tissue paper. 

(Right) Opaque disc with shaded 
holes required in certain towns in the 
Eastern Counties. 

(Bottom) Lamps over 6in. in 
diameter with opaque ring cutting 
down the effective diameter to 4Jin. 
and shaded with tissue paper. 


As a considerable amount of misconcep- 
tion appears to exist in regard to ther- 
regulations governing the supply of 
motor spirit in Ireland, it may be well to 
set down the present position of affairs for 
the benefit of local motor cyclists, as well 
as for those who may visit the country on 

Briefly, it may be said that the regula- 
tions are similar to those in force in other 
parts of the United Kingdom, but there 
is the additional requirement that the 
permits to purchase petrol issued by the 
Petrol Control Committee must be en- 
dorsed by the military authorities. 

Previous to the Petrol Control Com- 
mittee's scheme coming into operation 
there was a very serious shortage of spirit 
in Ireland. One day none would be avail- 
able in Dublin or ISelfast. A week later 
it would be plentiful in both places, while 
in ^ towns and villages between the two 
cities not a drop would be obtainable. 
These periodical shortages were due to 
the irregularities of the sea-borne sup- 
plies, coupled with the fact that the 
shadow of the coming of the permit 
system caused every user of the spirit to 
do his best to secure a supply in anticipa- 
tion of the possibility of a real shortage. 

With the introduction of the permit 
system in August all difficulties with 
regard to supply disappeared. Dealers 
found a reduced demand, and stocks 
began to accumulate, not only in the 
hands of the retailers, but also with the 
wholesale distributers. That state of 
afiairs prevails to the present time, so 
that the motor cycHst who has a Petrol 
Control Committee permit, and is in a 
position to satisfy the military authorities 
that h« has a legitimate use for the spirit, - 

experiences no difficulty in having his 
permit endorsed and getting all he is 
entitled to in a,ny town or village in the 

There is little doubt that in Ireland, as 
in other parts of the kingdom, a good 
deal of petrol has been issued since 
August last that was not authorised by 
the Petrol Control Committee. The 
Irishman — as not infrequently persons of 
other nationalities — often iinds a loophole 
to get outside or around the law, and he 
had not to study the Petiol Control Com 

A despatch rider attached to the Heavy 
Section, Machine Gun Corps, the section 
operating the armoured' car Tanks. Harold 
Hughes, the rider in question, was formerly 
in the Motor Machine Gun Service, and has 
seen eighteen months service. 

mittee's system very deeply to find out 
its weak spot. Whije he is not author- 
ised to. supply motor spirit without the 
production of a licence, and it is required 
to enter thereon the amount of spirit 
supplied, there is no obligati<3n on him 
to keep a record of his sales, or to enter 
the amount of spirit he received from 
the wholesale distributers. There is a 
recommendation of the Petrol Committee 
to do so, but recommendations are not 
' always respected. 

Military Control. 

The need for further control of the 
petrol supply by the military authorities 
arose because of the recent rebellion. 
There was a fear that petrol might get 
into the hands of persons who would 
supply it to enemies of the country, and 
use i;. for improper purposes, and to pre- 
vent this it was considered necessary to 
have the permits endorsed by the military 
authorities, who, in turn, delegate their 
powers to the police. At first this system 
of having petrol permits vised existed 
only in a few districts, and these, for the 
most part, in places where, under any 
circumstances, it would have been diffi- 
cult to get any large quantity of spirit. 
An Order of the Army Council recently 
issued extends the system to the whole 
country, and county and district in- 
spectors of the Royal Irish Constabulary 
and superintendents of the Dublin Jletro- 
politan Police have been authorised to 
act for the military authorities. It may 
be added that the Army Council Order 
does not requfre the dealer to keep a 
record of the petrol he sells or gives away 
— a distinct loophole in an otherwise com- 
prehensive scheme. 

JANUARY i8l7i, igiy. 

A selection ot questions ot general interest received from readers anl our replies thereto. All questions should be addressed to the Editor, " The Motor Cyde/^ 
20, Tudor Street, London, E.C., and whether intended for publication or not must b3 anzomfinM by a StamjISd aJdressed ejlVSlopa for reply. Correspondents are 
urged to write clearly and on one side of the paper only, numbering eich query separately, and keeping a copy for ease of reference. Letters containing legal 
questions should be marked " Legal " in the left-hand corner of envelope, and should be kept distinct from questions bearing on technical subjects- 

Engine Refuses to take Aii. 

(1.) As soon as I open the air 

gy\ lever of ray 3g h.p. machine it 
^ slows down and stops, unless I 
-I-l open the throttle and go 20 
m.p.h. What is the remedy? 
(2.) Is 4i to 1 too high a gear for a 
3i h.p. solo single-speed machine? 
What should the ratio be? (3.) I can- 
not run more slowly than 8 m.p.h. 
AVhat can I do to run at 5 m.p.h.? (4.) 
Kjiocking occurs at all speeds with 
levers in all positions. — L.A.B. 
.) The trouble is probably due to air 
aks at the carburetter or induction pipe 
lions, or owing to a worn valve guide, 
ry excluding the air, or fitting a slightly 
rger jet. (2.) 4^ to 1 is rather too 
gh ; 4| to 5 to 1 would be better for a 
Qgle-gear machine. (3.) With a single 
:ar you cannot hope to run very much 
ore slowly than 5-6 m.p.h., firing regu- 
rly. (4.) Have you tried cleaning the 
irbon deposit from the cylinder recently ? 
f course, the knock may be simply 
ippet noise or noise in the valve gear. 
t such be the case it is incurable. Too> 
luch air is quite likely to cause the 
igine to knock, though if the knock 
continuous it would rather indicate 
adly-worn engine bearings. 

Distribution of Weight on Sidecars. 

Will you please inform me as 

■^ to the correct distribution of 
> weight when fitting a sidecar? 
-2J I have always been under the 
impression that the passenger's 
weight should be over the sidecar axle, 
although I have noticed on some of 
the combination outfits that this is 
not so by any means. In these cases 
the front attachments are, perhaps, 
much stronger. I do not want to 
run the risk of the front attachments 
giving way for the sake of simplifying 
the steering a little. As my sidecar 
is fixed at present, I experience dilfi- 
culty in taking a right hand turn. 
Sometimes I can feel the front wheel 
skidding as it were imder the machine. 
I presume there is a certain amount 
of drag on every sidecar outfit when 
taking a right hand turn. What do 
you consider the best distribution of 
weight?— E.E.S. 

'he weight distribution of sidecar bodies 
! a knotty problem. The sidecar body 
laced too far over the sidecar axle 
auses poor steering, while if placed too 
ar forward throws great strain on the 
ront connection and bicycle frame and 
orks. If the machine is sufficiently 
trong and connections are stout the for- 
ward position is perhaps preferable. Of 

course, a happy medium is what is 
wanted, and exactly the best position can 
only be arrived at by personal experi- 
ment. Unfortunately the natural design 
of a sidecar outfit is such that there is 
always a tendency for one wheel to drag 
sideways. If carefully lined up it is the 
front wheel of the bicycle which will 
scrape. This, of course, affects the steer- 
ing. The best plan is to line up in such 
a way, that the sidecar wheel is running 
slightly toward the machine. This gives 
better ' all-round steering and less side 
pull, while the extra wear on the sidecar 
tyre, caused by the tendency to scrape, 
is less than it would be on the steering 
wheel when the sidecar is lined up abso- 
lutely parallel. 

Sparking Plug Position. 

When I first purchased my 1914 
second-hand single- cylinder the 
sparking plug was over the 
exhaust valve. Later on, when 
adjusting the engine after start- 
ing difficulties, 1 changed it over to the 
inle? port, after looking at a sketch on 
the cover of " Motor Cycles and How 
to Manage Them," which showed the 

plug in this position. Now, after again 
adjusting the engine to locate a 
mysterious misfiring, and " blowing 
back " through the carburetter, I have 
moved the plug back to its old position 
over the exhaust, and for the first time 
have noticed a marked increase of 
speed and power and absence of mis- 
firing. What is the correct position 
for the plug, and am I wise in placing 
it over the exhaust valve? — H.S.M. 

There is no doubt that the proper place 
for the sparking plug is over the inlet 
valve. If placed over the exhaust valve 
it is subjected to too much heat. The 
symptom which you describe is, in our 
opinion, quite inexplicable. It may be 
accounted for by the fact that the gas 
which passes the plug points when situated 
over the exhaust is drier than that which 
passes the inlet valve position. There is 
no doubt that the plug should behave 
better over the inlet valve. However, if 
it answers better over the exhaust valve 
there is no harm in leaving it there, pro- 
vided you do not eventually burn out the 
points. It is doubtful whether your plugs 
wiil last any length _of time. 


A buck brought down within twenty miles of Duluth, Minn., as the result of a three-hour 
hunt. The motor cycle and sidecar have become very popular with sportsmen in the 
States, as the machine enables them to reach the hunting groimds easily, while the sidecar 
serves to transport their equipment to the woods and the game back to the city. 




(1.) I recently purchased a 
1913 3;^ h.p. Humber motor cycle 
and sidecar, and have been using 
petrol substitute, and have been 
troubled considerably with ir- 
regular running and overheating. The 
engine invariably stops after about two 
miles, behaving^^s if it had seized, but 
it will always start up immediately 
afterwards. What is the cause of this? 
I do not think it can be tliiougli want 
of oil, as I have been rather over-oiling. 
I have also had the carburetter down 
and cleaned it thoroughly. (2.) Ought 
the low-speed pedal of the Roc two- 
speed gear to "catch on" sJDiilarly to 
the high-speed pedal?— W.G.W. 
(1.) It looks as if the trouble were not 
due to the use of petrol substitute at 
all, but to the plug causing pre-ignition. 
Use a good single or double-point plug 
with fairly substantial electrodes. To 
obtain good running with petrol substi- 
tutes the air entering the carburetter 
should be warmed, and the engine should 
be perfectly clean inside. Make sure the 
piston rings are free in their grooves. 
(2.) No, the low-speed pedal is kept m 
engagement merely by the pressure of 
the foot. 

Gear Adjustmeats. 
I have a 1910 Triumph fitted 
^ with N.S.U. gear. It seems 
> difficult to get any information 
-2j on the overhaul, adjustment, and 
care of these gears. Owing to 
the big number of N.S.U. geai's on 
the road, the iaformation you could no 
doubt give would be of great value. 
(1.) Is the centre keyway in the shaft 
for adjustment purposes? If so, how is 
it adjusted? (2.) How is the pulley 
adjusted? (3.) Is sperm oil right for 
lubricating? (4.) How can I prevent 
"racing" of the engine on top gear 
at speed? Up to 15 m.p.h. everything 
is right, but above this " over-running " 
seems to set up. I do not think it is 
belt slip.— E.G. L. 
(1.) We take it when you speak of the 
" centre keyway " that you mean the 
square hollow in the centre of the gear 
shaft behind the operating bar? If so, 
this is not for adjustment. It is simply 
the continuation to the nut that secures 
the wliole gear to the engine-shaft. It 
is done up or undone and the gear re- 
moved or fixed by means of the square 
projection on the special spanner usually 
supplied with the gear. (2.) If the 
pulley is of the adjustable pattern the 
back flange is the adjustable one, and is 
locked by means of a locking flange. This 
has to be slackened, probably by means 
of a hammer and punch. The flange can 
then be screwed either in or out for 
expanding or contracting the pulley. 
(3.) Ordinary engine oil is best, and 
should be injected through the hole 
closed by a screw provided for the pur- 
pose on the side of the gear. (4.)_ The 
following are usually the causes of top 
gear slip on these gears : (a) Top gear 
cone worn and bottoming ; remedy, new 
top gear cone clutch. (b.J Main spring 
weak, requiring renewal, (c.) Operating 
bar too tight a fit, and preventing the 
top gear clutch going fully into engage- 
ment. When the gear lever is screwed 
tuUy into top gear the operating bar 


should be quite free, and it should be 
possible to turn it round or swivel it 
easily with the fingers, that is, there 
should be clearance between it and the 
operating fork. If this is not so it is 
holding the gear out slightly, and requires 
reducing a little in size, or the operating 
fork grinding so as to give clearance when 
the top gear is engaged. This is a very 
common trouble. By operating bar we 
mean the small crossbar on which the 
operating fork wedges. Try washing out 
the gear with paraffin, and fiUing it with 
fresh thick oil. Make sure the belt is 
not slipping. 

High Petrol Consumption. 

Recently I purchased a 1911 3i 
h.p. Triumph, and find that I 
can only run- thirty miles on one 
gallon of petrol. This is my first 
motor cycle, therefore, as a new 
reader, I seek your advice. (1.) Would 
a smaller jet cure this? (2.) Is there 
anything else that would cause this 
excessive use of petrol? The tank and 
cdhneotions are quite tight. The late 
owner informed me that the machine 
was very low geared. (3.) From what 
points on the pulley and belt drum do 
I measure to get the gear ratio? — 


(1.) A smaller jet should cure the trouble. 
Also go over the petrol system carefully, 
and eliminate all chances of leakages at 
the unions, filler caps, carhuretter joints, 
etc. (2.) Of course, if the machine were 
low geared, this would help to account 
for the high consumption. To obtain 
really good consumption, the whole 
machine needs to be in really good order. 
Go over the engine, and see that the 
valves are in good order and the com- 
-pression good. In driving, always give 
as much extra air as the engine will take, 
and keep the spark as far advanced as 
possible. (3.) Simply leave the belt iri 
position, jack up the back wheel, turn 
it round, and count the number of revolu- 
tions the engine pulley makes to one 
revolution of the rear pulley, and this 
will give you the gear accurately. 

Sgt. Archie Roosevelt, son of the strenuous 
Theodore, as despatch rider at the business 
men's training camp, Plattsburg, N.Y. Our 
American cousins are not slow to adopt the 
useful lessons of the great war, judging from 
the extensive orders recently placed for motor 
cycles for despatch carriers, machine gunners, 
etc., not to speak of orders for armoured cars 
and aeroplanes. 

JANUARY j8t/i, igiy. 


Kidderminster to Selsey. 

I noticed in a recent issue of The, MoioT 
Cycle that you gave a route from Kidder- 
minster to Selsey, in which you advised 
going through Bishop's Waltham, Fare- 
ham, Cosham, etc. I consider it would 
be better and much shorter to go _ from 
Winchester to Petersfield, and thence 
through Midhurst, Cocking, Singleton, 
Lavant, and Chichester. The roads are in 
good order considering the time of year ; 
moreover, the run would be much more 
pleasant. — BK3075. 

Refusal to take Extra Aii. 

I think "G.E.C.'s" trouble is certainly 
in the tappets, for exactly the same thmg 
happened to my 1911 3i h.p. single, only 
in this case the tappet adjuster had 
dropped off, thus leaving far too much 
clearance, so that the valve was losing 
nearly half its lift. I hope this may 
be helpful to " G.E.C."— Malcolm G. 


Slip in an Enfield Gear. 

1 am interested in the question and 
reply to "E.A.P." in the issue of Decem- 
ber 28th, and rather fear your explanation 
is not quite what "E.A.F." wants, be- 
cause you dismiss the vital point in 
exactly the- same way as the Enfield Co.; 
In their book of instructions it is said 
that, after removing the thrust bracket, 
"the cam can easily be pulled out." 
This, however, is not always the case, 
and I think "E.A.F.'s" trouble is that 
he is afraid to strain something by 
forcing. Even when the low, gear is 
engaged to its fullest extent the cam is 
still gripped by the actuating peg and 
needs force to' release it. If "E.A.F." 
will insert a screwdriver behind the face 
of the thrust bracket he will find this 
gives just sufficient extra pull on the low 
gear to release, the cam. — W. ICat. 


Wellingbokoxjgh to Goldeb's Gkeen. — 
Wellingborough, Olney, Newport Pag- 
nell, Hocklift'e, Dunstable, St. Albans, 
Barnet, Pinchley, Golder's Green. Ap- 
proximately 55 miles. 

BraMiNGHAjr TO Windsor. — P. O.K. 

Birmingham, Warwick, Gaydon, Ban- 
bury, Bicester, Aylesbury, Wendover, 
Amersham, Beaconsfield, Slough, Windsor." 

Wool to Bristol. — A. j 

Dorchester, Cerne Abbas, Sherborne, 
Wincanton, Bruton, Shepton Mallet, 
Binegar, Pensfor"d, Bristol. Approxi- 
mately 90 miles. 

Bbibowater to Horsham. — W.H.P.R. 

Bridgwater, Glastonbury, Shepton Jlal- 
let, Frome, Warminster, Heytesbury, 
Amesbury, Stockbridge, Winchester, 
Petersfield, Midhurst, Petworth, Hor- 
sham. Distance approximately 150 miles. 

Shepherd's Bush to Tintagel. — W.A. 

Shepherd's Bush, Brentford, Hounslow, 
Staines, Bagshot, Camberley, Basing- 
stoke, Andover, Amesbm'y, Hindon, 
Wincanton, Uchester, Ilminster, Chard, 
Honiton, Exeter, Okehampton, Laun- 
ceston, Piperspool, Camelfoi'd, Tintagel. 

January iSth, i()I7. 

THE MOTOR CYCLE.— (Supplement i.) 

Advertisements. 17 


Manufacturers of 
Bowden Wire and 
of all Levers and 
Accessories used in 
its application. 

Established 1897. 

Trade Marks are / Names: 
Bowdensolo Bowdenoir 
Bowdenamel Bowdenite 
Bowdensilver Bowdenbrass 

Orders fiHed onJ'j 
as Oovernment 
reguiremerUs permit. 





Motor Cycle Tyres 

and experience real " tyre 
comfort." They are made 
on generous lines, and show 
an increase of_ 25% 
Capacity. Withal they are 
tlie most economical, be- 
cause, after all, " the best 
is really the cheapest." ' 




Wire — "Comfort. Preston." 
•Phone— Preston 413. 

LONDON : Manchester Avenue, E.C. 

Wire — "Byttimiug. l^ouclon." 

'Plione— City 4797. 

Birmingliani. LeeiSs. Man 

Chester. Bristol. Belfast. 

ItQblin. Glasgow. Etc. 

The Seventeenth Edition 


&Kowtom2avage tKcm.. 

The most complete work 
of the kind ever published 

Jthow to manage thent. 




Carefully revised, re- 
written throughout, and 
much enlarged. 
Many new features 

J| Service riders will find this book 
an indispensable- companion . . 

Pnce 1/6 Net 
By Post, Home or Abroad I/IO. 

Oltainahlsjrom The Publ.shers. Iliffe & Sons Ltd., 

20 Tudor St. London. E.C and all leading booksellers 


e PATENT '' 1 


^ \A/ITH the side wings closed, the passenger rides M 

M V V in complete enjoyment and security from = 

M draughts and dust. A touch allows the screen to _s 

M swing open out of the way of the alighting passenger. M 

p Adjustable to any angle, the screen is very easy to M 

= fit, and suits almost every make of car. The side M 

^ wingj can be detached. ^ 

= /n Polished Walnut zvith Nickel fittings; M 

^ Price complete with Side Wings £3 ^ 

m Price of Single Screen £2 2 = 




Mnnchpster; Glass^-w; 

90-92. Cross Si. 72. VLOcnlSt 

■ ' aiiiiiiiiiaii 

7»i answering these advertisements it is desirable to mention 


■The Motor Cycle.' 



i8 Advertisements. 

THE MOTOR CYCLE.— (Supplement ii.) 

' January i8th, 1917. 



ADVERTISEMENTS in these column; 
— First 12 words or less 1/6, and 3d. for every 
two words after. Each paragraph is charged 
separately. Name and address must be counted 
Series discounts and special terms to regulai 
trade advertisers will be quoted on application 

Postal Orders sent in payment for adver 
tisements should be made payable tr^ 
ILIF^E & SONS Ltd., and crossed 

All advertisements in this section should be 
accompanied with remittance, and be addressee 
to the offices of " The Motor Cycle," Hertfon. 
Street, Coventry. To ensure insertion letters 
should be posted in time to reach the offices 01 
"The Motor Cycle," Coventry, or London (20 
Tudor St., E.G.), by the first post on Friday 
morning previous to the day of issue. 

All letters relating to advertisements should 
quote the number which is printed at the end oi 
each advertisement, and the date of the issue in 
which it appeared. 

The proprietors are not responsible for clerical 
or printers' errors, although every care is taken 
to avoid mistakes. 


For the coaveaieace of advertisers, letters may be 
addressed to numbers at "The Motor Cycle" Office 
When this is desired, the sum of 6d. to defray the cost of 
registratioa aad to cover postage on replies mubt be added 
to the adver tiseujent charge. Only the number will appear 
ia the advertisement. All replies should be addressed, 
"No. 000, c/o 'The Motor Cycle,' 20, Tudor Street, E.C." 


Persons who hesitate to send money to unUuown persons 
may deal io perfect satety by availing themselves of our 
Deposit Systeoi. If the money be deposited with "The 
Motor Cycle," both parties are advised ot this receipt. 

The time allowed for a decision alter receipt of the 
goods IS three days, and if a sale is effected we remit th, 
amount to the seller, but if not we return the amouni 
to the depositor, and each party to the transaction pays 
carriage one way. For all transactions exceeding £10 in 
value, a deposit fee of 2s. 6d. is charged, when under 
£10 the fee is is. All deposit matters are dealt with at 
Coventry, and cheques and money orders should be macL 
payable to Iliffe & Sons Limited. 

The letter • D " at the end of an advertisement is an 
indication that the advertiser is willing to avail himself oi 
the Deposit System. Other advertisers may be equally 
desirous, but have not advised us to that efiect, 


Readers who repi; to advenisemonts and receive no 
answer to their enquiries are requested to regard the 
silence as an indication tliat the goodb advertised have 
already been disposed of. Advertisers often receive so 
many enquiries that it ii quite impossible to reply to eac: 
one by post. 


A J S. Spares ■ prompt delivery .—Cyril Williams. A.J.S 
Agent, Chapel Ash Depot, Wolverhampton. [X4090 
AJS 1913, 6h.p., eoachbuilt sidecar, fully eqniiiped, 
perfect condition ; 40 gns.— 283, Camberwell Kd., 
Camberwell, [7161 

A.J.S. Lightweight, 2-speea, clutch, recently ovci- 
liiiuled. climb anything; S.21, or near ofEer.— Eev. 
Owen, EoUeston, Burton-on-Trent. [X4471 

1Q1S 6h.p. A.J.S. Combination throughout, inter- 
\.*J changeable wheels, unpunctnred, Lucas fitments, 
condition guaranteed; £95.-20, Eedlam, Blacliburu. 


A.J.S. 1913, 6h.p., 3-speed countershaft, and hand 
control clutch, llilU-Fulford eoachbnilt sidec?,u, 
perfect condition; £50.— Montgomery, Victoria Rooms, 
Bristol. [X4256 

A.J.S., 1915, 3-speed, kick start, hand clutch, new 
tvres, all accessories: £44/10; deferred payments, 
exchanges.- Lamb's, 151, High St., Walthamsfow, and 
50, High Ed., Wood Green. [7227 


C0L5I0EE Depots, Eimnngham and Manc.'iester. for 
immediate delivery of Allon 2-strokes. [0796 

RIDEE TEOWAED, 78, High St., Hampstead.— 
1916 Alldays Allon, 2-speea; cost over £40, 29 
gns. [7323 






Our immense stock gives the largest possible 
variety of choice, our low cash prices are cut 
down to the very lowest limits and our easy 
terms are really Instant delivery is 
given from stock of even the scarcest models ; 
every Machine, New or Second-hand, is fuUv 
guaranteed, and in every transaction every 
customer gets absolute all-round satisfaction. 


No. h.p, 

ro840. 2.V ISIS 2-sp.,2-str. CALTHORPE £30 

ro846. ?V 1912 2-sp. ARIEL £18 10 

ro847. 3S tgis 2-5p. NORTON £55 

10850. I 1915 single-speed J.E.S £15 

10852, 5-6 1913 2-sp. A.C. Sociable £37 10 

ro854. 2,1 1915 2-so. ALLON £30 

lo3i6. 9.+ igrj 3-sp. SAXON Light Car£120 

10857. 4 1913 s-sp. BRADBURY &S/C. £25 

10858 3! 1910 single-speed HUMBER . £12 

10S60. 2 J 1913 2-sp. DOUGLAS & S/car £30 

io86r. 3'. 1915 3-sp. JAMES .£52 10 

10862. .J I9r5 3-sp. QUADRANT &S/C. £45 

loSoQ. J.'. t9io 3-sp. SUNBEAM -V S/car. £85 

10824. 3^ rgis 3-specd TRIUMPH .... £37 10 

10826. 3.'. rgii 2-spepd HUMBER £20 

10831. 5-6 1915 2-sp. FAFNIR and Sidecar £32 10 

10786. 2 J 1911 Single-speed HOBART .. £20 

10789. 8 IQ14 HUWBERETTE £75 

10794. 4-5 1914 ZENITH Gradua £42 10 

10795. 3 1914 2-sp KOYAL ENFIELD £42 10 
lo£o2. 4J 1915 3-speed B,S.A., chain- 

cum-bclt £52 10 

10804. 3* 1913 3-speed TRIUMPH £37 10 

10805. 4 1911 s-speed BRADBURY and 

wicker Sidecar £32 10 

ic8o5. 3! 1912 3-speed TRIUMPH £30 

10808. 3J 1915 2-sp. SCOTT and Siderar £63 

10768. 3 J igio single-speed TRIUMPH.. £20 C 

10772. 4' 1915 3-sp. DOUGLAS and Sc. £65 C 

10776. 3i 1911 single-sp. LINCOLN-ELK 

and Sidecar £20 

10744. 2I 1915 2-SD. ALLON ....' £27 10 

10748. 2i si.ngle-speed HOBART £20 

10751. 8 1915 MORGAN Runabout, De 

"Luxe Model £94 10 

10705. 12-16 VAUXHALL Car £125 

10713. 4-5 1914 ZENITK-GRADUA .... £37 10 

10717. 4l PRECISION £22 10 

10724. 3.1 1912 3-sp. TRIUMPH and Sc. £42 10 

10682. 3* 1914 3-sp. BRADBURY £47 10 

10687. li single-speed J.E.S £10 

10688. 2i 1911 2-sp. DOUGLAS £22 10 

10699. 3 1913 3-sp. HOBART & Sidecar £35 

10701. 23 1911 single-speed DOUGLAS. . £22 10 

1063S. 3! 1912 single-speed INDIAN ... £20 

T0643. 3* 1914 RUDGE llulti £40 

10649. ^\ 1913 single-speed B.S.A £25 

10661. 6' 1913 ENFIELD and Sidecar. . £45 

10673. 4i r9r4 3-sp. B.S.A. and Sidecar £45 

1061 . 2i 1914 3-sp. NEW HUDSON, Sc. £45 C 

10514. 3* 1911 single-speed HUMBER.. £25 

1C629. 31 1914 3-sp. ROVER and Sidecar £50 

10633. 4 1914 3-sp. SINGER and Sidecar £45 

10587. 3J 1914 3-Bp. QUADRANT & S'car £42 

10588. 3I 1913 RUDGE Multi and Sidecar £45 
10596. 3} 1913 RUDGE Multi £36 


'Phone: Silll Hoiborn. Wires: "Opilicpr T.niidon." 


Under the provisions of the above Act, 
advertisers requiring: workmen, and whose 
business consists wholly or mainly of 
engrineering- or the productions of munitions 
of war, or substances required for the pro- 
duction thereof, and whose works are 
situated within 30 miles of London, must 
Include in every such advertisement the 
words, "No person resident more than 10 
miles away, or already eng:ae:ed on Qovern- 
ment work, will be engaged." 

Advertisers whose works are situated 
more than 30 miles, from London can only 
havl their announcements inserted with 
the approval of the Board of Trade, who 
will allocate to each advertisement a box 
number, and collect and distribute to the 
advertiser all replies received. The neces- 
sary forms of application can be. obtained 
.from any Labour Exchange or irom the 
offices of this paper, and each advertise- 
ment must contain a clear reference to the 
effect that no person already engaged on 
Government work need apply. 




ALLDATS Matchless, 1913, 3',yi.p., Boscli mag., Sen 
spray carburetter, fast machine, good condition 
trial appointment; £23.-^1116 Den, Laleham, Middlesex 

1 015 Allon 2-stroke. 2 speeds, splendid condition 
-Ltf cash offers; consider late combination or ligh 
Cflr exchange.~Clapham, jun.. King George St., Green 
wich. [S462; 

ALLON.— All 1917 models ia stock, S6-45gns. ; ox 
changes and deferred payments arranged.— Maudes' 
100 and 136 Gt. Portland St., London, "W. Tel.: 55! 
Mayfair. [7381 

ALLONS, all models actually in stock, £37/15 ti 
£47/5; exchanges, deferred payments; also 191! 
2-speed clutch model, £36/10: also 1915 single speed 
£27/10.-Lamb's, 151, High St., Walthamstoiv, and 50 
High Ed., Wood Green. [723( 


16 5-6h.p. Ariel Combination, yery fine condition 
£75.— Address beloiy. 

1 Q16 31/^h.p. Ariel and C.B. Sidecar, guaranteed no 
-*- ^ done 500 miles ; owner in army ; condition ai 
new.— Watson, 30, Harvist Kd., Queen's Park. [720' 

ABIEL, 3i'oh.p., latest 3-speed model, actually ii 
stock.— Crow Bros., Guildford. [6361 

COLMORE Depots, Birmingham, Manchester, Liyer 
pool, aud Leicester, for all models of Ariels. [079' 

31 h.p. Ariel Motor Cycle, mag., running order; £8, o: 
2 first cash offer.- Snow, Rothley Ed., Mount 
sorrel, Loughborough. [X461] 

ARIEL, 1917, o'/^h.p. machine actually in stock 
£65/10; deferred payments if desired: exehnnges.- 
Lamb's, 151, High St., Walthaiustow. Tel.: Waltham 
stow 169. [722( 

Auto- Wheels 

AUTO-WHEEL, 1915, unscratched; 10 gns.-W. an( 
H. Motor Co., Ltd., 287, Deansgate, Manchester 


F'OUE Nearly New Auto-Wheels, late models, spleu 
did condition, complete, from £7 to £10 each.- 
Munay's, 37a, Charles St., Hatton Garden, Holbom. 


ATJTO-WHEELS (two), second-hand B.S.A. model 
in stnek, £9/15, and 12 gns. each; deferred pay 
ments if desired.— Lamb's, 151, High St., Walthamstow 
aud 50, High Ed., Wood Green. [722' 


BAT-J.A.r., 1914, 4.5h.p., coach combination, Touris 
Trophy model, 5-speed, and kick start, in perfec 
condition; £45.— H. Blaker, 13a, Kirkdale, Sydenham 
■Phone: 55. ' [727: 


BRADBUEY. 1911. 3'.*.?.. in real good order, £13 
another, fitted witli N-S.U. 2 speeds, £17.— Perc; 
and Co., 337, Euston Ed., Loudon. [740! 

1Q13 Bradbury Motor Cycle, Armstrong 3-speed, fre< 
Xtf engine, Bosch mag., E. and B. carburetter, ; 
lauips, tyres as good as new, will climb anything; ii 
perfect order, also sideear (adult and child); £35.— Firth 
51, St. Heliers Ed., Blackpool. [X455! 

BRADBURY. 1913, 4h.p.. new eoachbuilt sidecar, 2 
speed, free engine, Biuks 1916 5-jet carlmretter 
overhauled and re-enamelled last J\iue, Bosch mag. 
Stewart warning signal, P. aud H. lamps, nearly ney 
tyres, excellent condition :• £28.— Burniston, 80, Hortoi 
Grange Rd., Bradford. [X462I 

AiS AU lettei's relating to advertisements should <j«ote the number at the end of each advertisement, and the date of the issue. 

January i8th, 1917. 

THE MOTOR CYCLE.~(Supplement iii.; 

Advertisements. 19 



3 ROUGH, 5-61i.p., 3 speeds, nnd sidecar; cost Liec. 
1915. £85, tate £48: leayias for France next week. 
■Col. Bland, 65a, Kosendale Ed., Dulwicli. [7256 

3E0TJGH, Sif-h-p., 1916, done 1,500, electric light- 
tns, long copper exhaust pipe, tyres unpimctured, 
I splendid condition ; £45, or nearest.— 56, The Grove, 
laling, W. [7123 


DIDER TEOVTAKD, 78, Hijli St., Hampstead.- 
-w 1912 "3V^1i-p. BroAvn, re-ennmelled, overhauled ; 
5gns. [7324 


3.S.A., 1917 models II and K with sidecars, in 
stock--Moss, Wem. [S4657 

10LM0RE Depot, 261. Deansgate, Manchester, for 
-^ immediate delivery of B.S.A. [0798 

3.S.A., 1916^^, mileage 750, £56: sidecar, £2/10.— 
-> 127. Ivor Kd., Sparkhill, Birmiugham. [X4622 

3IDEK TEOWAED. 78. High St., Hampstead.- 
-fc 1915 T.T. clutch B.S.A., mileage 3,000; 55 gns 


ATE 1913 B.S.A., 2-speed, Montgomery sidecar, 
-J guaranteed perfect; £36.-20, "Whitley St., Eead- 
S. [7426 

D.S.A., 1913, 3^h.p., free engine, in real good order 
-» and condition; £21,— Pen:y and Co., 337, Euston 
d., London. ~ [7413 

3.S.A., excellent condition, with new C.B. sidecar; 
-* £50 cash, lowest, immediately.— iliss E. Holland, 
astry, Dover. CX4583 

IJ.S-A.'s, 4h.p. 1&17 models in stock; good allowances 
-> made for old machines; write for catalogue.— TVal- 
lU Garage. -Walsall. [7267 

917 B.S.A. in stock. Catalogues free. Spare parts 
per return, lin. belts, as fitted by makers, 8/6, 
)st paid. -Albert J. Pitts, Eedditch. Tel.: 91. [X0529 

5.S.A., 1915, 3-speed, and practically new £16/16 
-* Canoelet sidecar, all accessories, carelxillv iised ; 
orifice £60.-76, Nightingale Lane, Wanstead, N.E. 

3.S.A.. 1914, 4^h.p,, Gloria sidecar, 3-speed couuter- 
-* shaft, clutch, kick start, chain drive, lamps, horn, 
lare cover, tools; £40.— Bos L2,900, c/o TIte Motor 
i/cle. [7145 

>.S,A., latest 4i^ih.p., chain-cura-belt model; £64; 
-* easy pui'c^hase terms if desired ; exchanges enter- 
ined.— Harrods, Ltd., Motor Cycle Dept., Bromptou 
i. London, S,W. [7215 

915 B.S.A., 4i4h.p., 3-Bpeed, clutch, kick start, with 
smart eoachbuilt sidecar and the usual acces- 
ries; £57/10. Lightweight wanted.— Newnham, 223, 
ammersmith Ed-, W. 'Phone: 80, [7361 

915 4',ib.p. B.S.A., 3-speed De Luxe, Swan sidecar, 
all accessories, mileage 3,300, good condition ; 
56 complete; owner buying car.- Write, P.P., Harrods 
dveriising Agency, 32, Hans Crescent, S.W. [7211 

5.S.A. latest new models in stock : Chain drive 
model H, 3-speed countershaft gear, £66; chain- 
im-helt model E, £64; Montgomery sidecars in stock 
fit from 10 gns. ; youi present machine can be taken 
part payment.- Below. 

5.S.A., 1916, 3-speed countershaft, model K, chain- 
cmn-belt, and eoachbuilt sidecar; £62.— Elce and 
)., 15-16, Bishopsgate Av., Camomile St., E.G. [0552 

:>.S.A.'s.— Both 1917 models actually in Btock; de- 
-* ferred payments, exchanges ; good prices paid for 
eond-hand up-to-date machines; also in stock, two 
J16 model H's, one with S-wan sidecar, other with 
tceuix, all accessories, condition Al, £68/10 each — 
amb's, 151, High St., Walthamstow, and SO, High Ed., 
'ood Green. Tels. : Walthamstow 169, and Hornspy 
»56. • [7251 


6Gns.— 2^.p. Calcott, in perfect nmning order.— 
O. O. Graham, Whitley, Coventry. [X4586 


■^OLMOEE Depots, Birmingham, Manchester, and 
-^ Liverpool, lor Calthorpe motor cycles. [0799 

915 Calthorpe- Jap, 2-speod, all accessories, perfect 
condition; £21.— Box L2,955, c/o Th£ Motor 
ijch. [7403 

915 Calthorpe, 2-stroke, countershaft 2-speed, free 
engine, footboards; bargain, £19.— Newnham, 223 
ammersmith Ed-, W. 'Phone: 80. [7359 

1ALTH0EPE^A.P., 1917, latest model, Enfield 2- 
■^ speed, just arrived from works : 38 gns.— Wilkins, 
mpson, and Co., 11, Hammersmith Ed., London. [7167 

■^ALTHOEPE 2-stroke, 1917, latest model, Enfield 
-' 2-speed : 53 gns. ; just arrived from works.— Wilkins, 
iupson, and Co., 11, Hammersmith Ed., London. [7168 

^ALTHOEPE, 1914. 3^ih.p.. 3 speeds, speedometer, 
J new eoachbuilt- sidecar, perfect order and condi- 
on; £36.— Percy and Co., 337, Euston Ed., London. 

^ALTHORPE-J.A.P.. Enfield 2.6peed, new, but 
-^ slightly shop-soiled; special bargain, £37/16.— Wil- 
ins, Simpson, and Co., 11, Hammersmith Ed., London. 

"NAXTHOEPE 2-5tToke, Enfield 2-speed. . new, but 
^ slightly shop-soiled; special bargain, £32m.— Wil- 
ins, Simpson, and Co., 11, Hammersmith Ed., London, 




TRIUMPH, 3i h.p., 2-speed countershaft, Sidecar ... £32 
INDIAN, 1913, 7 h.p., coach-built Sidecar, 2-5peed . . . .*£39 
ZENITH, 1914, 6 h.p., couuter^haft clutch model .... £60 

RUDGE, 1913, 5-5 h.p. Multi,with Rudge Sidecar £46 

ENFIELD, 1912, 6 h.p., 2-speed, twin, Enfield Sidecar £29 

RUDGE, 1913, 3 J h.p. Multi, coach-built Sidecar •£33 

SCOTT, 1914, 3j h.p., 2-sp., and Scott sidecar chr^sis £47 
ZENITH, 1915, 3.V h.p., twin, clutch, and C.B. Sidecar £49 

P. & M., si h.p.. 1913, 2-speed, C.B. Sidecar *£46 

JAMES, 4J h.p., 1914, 3-speed, Eranress Sidecar . . . .♦£55 
HARLEY-DAVIDSON, 1916, 7-9 h.p.",BrambIe Sidecar.*£84 
SUNBEAM, 1915, aJ h.p. Conabination *£78 


G.W.K.j iqi4, 8 h.p,, just re-painted and overhauled £120 
G.W.K., 1915. 8 h.p.. just re-painted, detach. wheels*£165 
KNIGHT Junior, 1914, 11.9 h.p., sporting tjody . . . .*£145 
SINGER, 1913. 10 h.p., 5 lamps, just being overhauled. *£135 

SINGER, 191 2 (late), 5 lamps, dickey 'EUO 

HILLMAN, 1915, 9.5 h.p., speedometer, little used.*£205 

MATHIS, igrj, 1=1 h.p., 5-seater, dvnamo ♦£325 

DAIMLER 38 h.p. .? Landaulette, C'.A.V set ♦ 

SWIFT, 1915, 10 h.p., dynamo, Uke new ♦£250 

BELSIZE, 1912, 10-12 n.p., dynamo, being re-painted. ♦£! 70 
CALCOTT, 1915, 10 h.p., dynamo, just overhauled. .♦£265 
BRISCOE, 1916, 15 h.p., 3-seat clover-leaf, as new. ,♦£190 
MAXWELL, 1911, 18 h.p., 4-seater, liood and screen. *£40 

FORD, 1913, 20 h.p., 5-seater, windscreen £60 

MORGAN, 1913, 8 h.p,, hood and screen *£60 


DOUGLAS, 1915, 2'} h.p., 3-speed, like new •£54 

DOUGLAS, 1915, 2jh.p., 2-speed, model V £48 

DOUGLAS, 1914, 25 h.p., 2-speed ^£45 

DOUGLAS, 1914, 2} h.p., 2-speed, and kick-start ..♦£46 

DOUGLAS, 1914, 2.^ h.p., 2-speed, Lucas horn ^£47 

TRIUMPH, 1912, 3'. h.p., clutch model, Bosch ♦£28 

TRIUMPH, 1914, 4 h.p., 3-speed, Bosch ..♦£48 

TRIUMPH, 1912, 3ih.p., Standard touring ♦£26 

TRIUMPH IQI3, 3A b.p., 3 speed, all accessories ...♦£32 
INDIAN, 1914, 7-9 h.p., clutch model, speedometer .♦£40 
INDIAN, 1915, 5 h.p., 3-speed, excellent condition ..♦£48 

INDIAN, 1914, 7-9 h.p., 2-speed, spring frame ^£44 

INDIAN, 1914, 7-9 h.p., T.T. model, very fast ^£41 

B S.A.; 1914, 4 h.p., 3-speed, all chain *£ii 

B.S.A., 1916, 4i h.p., 3-speed, mod. K., speedometer^£60 
ENFIELD. 1911, 2I h.p. tmn, 2-speed, chain tTrive..^£20 

ENFIELD, 1911, 2| h.p. t^vin, Grado gear ^£14 

HUMBER, 1914, 2^ h.p. twin, light touring machine ♦£17 

HUMBER, 1914, 3^ h.p. 3-speed, water-cooled ♦£38 

CALTHORPE, 1914 (late), 2h h.p.. 2-sp., 2-str ^£22 

NEW HUDSON, 3J h.p., s-sp'eed, only done 1,000 mUes.^£?0 
IVY, 1915, 2 V h.p., 2-stroke. Senspray carburetter .... £16 

RUDGE i\Iulti. 1913 , 3i h.p. Senspray, very fast £33 

REX, 1914, 4 h.p., 2-speed, and handle start £28 

PREMIER, 1913, 2i h.p. single-cyl., fine hghtweight .. £14 
ALLON, 1915. 2A h.p., 2-stroke, 2-speed, little mileage. ♦ESO 

F.N., 1912, 2i h.p., 2-specd, shaft drive £17 

LEVIS, 1913, 2 h.p., 2-.stroke, countershaft (no gear) . . £18 

RADCO, 1916, 2 h.p., single-speed, almost new £20 

BROUGH, 3j h.p., 1915 (late), 3-speed,speedometer. .♦ESS 

Machines starred (*) are complete with lamps, horn, etc. 

1914 and 1915 DOUGLAS MACHINES bought for Spot Cash 

NEW 1917 nnODEI-S. 

ROYAL ENFIELD, 3 h.p., twin, 2-speed £57 15 

ROYAL ENFIELD, 2i h.p., 2-5peed, 2-stroke £44 2 

B.S.A.J 4^ h.p., 3-speed, all-cham, H, 1917 model . £66 
B.S.A., 4i h.p., 3-?peed, belt, K, 1917 model .... £64 

B.S.A., 3.i h.p.. Model D, T.T £52 10 

ROVER, 1917, 3.', h.p., 3-speed, solo £69 10 

ROVER. 1917, 31 h.p., T.T., Philipson pulley ... £61 10 
LEVIS, 2| h.D., single-speed. Popular model (1916} £32 

COVENTRY EAGLE, 2-stroke, de luxe (1916) £37 15 

ZENITH, 8 h.p., clulch and countershaft £85 10 

A Few 1916 ROYAL RUBYS to Clear. Senil for Lists and 


CALTHOEPE-J.A.P.'s, 2-speed models in stock: 33 
ens.: deterred terms if desired.— LnmlVs, 151. Higli 
St., Walthnmstow, and 50, High Bd., Wood Green 
Tels.: Walthamstow 169, nnd Hornsey 1956. [722D 


CAMPION- J. A.P. 1916 Combination, Bosch mag, 
fitted electric light, only slight use.— Apply, Box 
613, c/o The Motor Cycle. [X4094 


6 h.p. J.A.P. Engine and jNIngueto, fitted into Chater- 
Lea No. 7 frame, ivheels fitted with 650x65 tyres, 
latest model: cannot complete; called up.— Offers 1;) 
93, Haudcroft Ed., Croydon. [7151 

J.A.P., 1912, 4h.p., Ohater-Lea fittings, Midrtleton 
sidecar, N.S.U. 2-speed gear, overhauled garu?? 
month ago. Miller head lamp, electric side, rear lights, 
accessories, tools, perfect order ; £50, near ofier.— Cap- 
tain Innocent, Burnhnui-on-Crouch. [7,371 


8 h.p. No. 7 Chater-Lea Coach Combination, lamps, 
spare chains. 700x80 tyres, speedometer: £45.— 
F.W., 31, Eelt Ed., Peckham Rye. [X1040 


23.h.p. Pengeot-Chnter-Lea Motor Cycle, 
4 and B., running order: £10 
Ed., West Dulwich. 


100$ 136 a Portland SUondon W 

6/(?pAo/i#-552 Mayfair fe/egrams'Mnitcale Wesdo 

Bosch, B. 

65a, Rosendnle 



6Ii.p. CIiater-Lea, twin Rex, free engine, kick stnr+er. 
Bosch, with Pillion seat and wicker sidecar, smart 
and reliable : £25 : exchange SV^h.p. coach combination, 
cash adiustments either way.— Monk, 52, Chauncey St.. 
Lower JSdmonton, N. [7155 

"1 Q14 2'/.h.p. Clyno, 2-speed and clutch, condition as 
i-O new: £27.— Wilkin, Hunter's Bar, Shefflld. 


CLYNO. 1914. 5-6hrp., sidecar, accessories, good con- 
dition: -£55, offer, quick sale.— WE. C, 9, Dukes 
Av., Chiswick. -[7124 

CLYNO. 5-6h.p., 2-speed, coach sidecar, speedometer, 
lamps, horn, and spares: bargain, £48.— W. and 
H. Motor Co., Ltd., 287, Deansgate, Manchester, [7190 

CLYNO War Oiflce Combinations for immediate de- 
livery from Colmore Depots, Birniinghara and 
Manchester : inclusive price with spare wheel 100 gns- 

1 Q15 Clyno Combination, 6h.p., hood, screen, spare 
-l-«7 wheel, just overhauled and re-enamelled bv 
makers, exceptionally economical, perfect : any trial ; 
£65.— Marrable, Military Hospital, Wandsworth. [X4465 


CONNAUGHT, 2!;lh.p.. Bosch, B. nnd B., perfect run- 
ning order; £12; photo.— 65a, Eosendale Ed., West 
Didwich. [7254 

CONNAUGHT, 1914, 23ih.p., single speed, excellent 
condition: £19, or nearest offer.- 20, Locks Ed. 
Spondon, Derby. tS.4507 

"Id 14 Connaught 2-strok6, all accessories, perfect con- 
-L*y dition: £16, or offer, or exchange.- Box L2.936. 
c/o The Motor Cycle. [7404 

Coventry Eagle. 

COVENTRY Eagles, 2-stroke, Villiers engine, 26in. 
wheels, single speed £37, 2-speed £44/2 : very 
smart and reliable machines : easy purchase terms if de- 
sired : exchanges entertained.- Harrods, Ltd., Motor 
Cycle Dept., Bromptou Ed., London, S.W. [7218 

De Dion. 

3 h.p. De Dion, B. and B. carburetter, spring forks. 
Hutchinson tyres, perfect running order; £8, lowest. 
— F. Gilbert, 134, Devon's Rd., Bow, E. [7364 


DIAMOND, Villiers, 1916, perfect, accessories; must 
sell quickly; offers.— Vickers, 86, Normandale Ed., 
Shetaeld. [X46I2 

DIAMOND, 1914, 2",ih.p., single-cyl., countershaft 2- 
speed gear, shaft drive to gear box enclosed in en- 
gine unit, chain drive to hack wheel, dropped top tube. 
26x2%in. Plutchinson tvres, h.b.c. clvitch, oil bath chait 
case, not done more than 5Q0 miles, and guaranteed 
perfect: £30.— The Premier Motor Co., Aston Ed., Bir_- 
mingham. [7297 

"|~iOUGLAS 1915 4h.p. Combination. 

T^OtJGLAS 1914 S'/ah.p. Combination. 

■pvOFGLAS, 1915, 2%h.p., 3 speeds. 

yjOUGLAS, 1915, 2?ih.p., 2 speeds, W.D. 

DOUGLAS, 1914, 2';4h.p., 2 speeds.— Percy and Co.. 
337, Euston Ed., London. [741 1 

DOUGLAS, 1912, clutch, 2-spced, kick start, little 
used.-6, Ohatsworth St., Derby. (D) [X4557 

10 14 25ih.p. 2-spced Douglas, splendid condition; 
i-U £32.-Wilkin, Hunter's Bar, Sheffield. [X4S97 
T\OUGLAS, 1911, reliable macbjne, climb anythingj 

bargain, £11.-47, Hamilton Ed., Beading. [7207 
411 letters relating to advertisements should quote the number at the end of each advertisement, and the date of the issue. AI9 

20 Advertisements. 

THE MOTOR CYCLE.— (Supplement iv.) 

January i8th, 1917. 


DOUGLAS, 2'!.'|h.p., 1913, 2 speeds, T.T. Imrs; £30. 
-16, IJougliis Ed., Cllingtord, London, N. [X4470 

1Q151.', DouKliis, 2-8peed, perfect tlirouirliont, sm.'iit ; 
JLi/ 42 gus.— 245, Hamurersmith Ed., Loudon, W. 


DOUGLAS, 1913, 2 speeds; f30.-Smith, 16, Hnvel 
stoi;l£ Hill, opposite Obalk Ftirni Tul)e Stntinii 


DOUGLAS. 1914, T.T., all sp.iies, new back tyre 
splendid condition ; £30.— Vincent, Coppice, Hatcli 
End. [7139 

1Q15 liloiiglas, 2"iili.p., speedometer, lamps, tyres 
■lif nearly new; £44.— J'latt, 77, Promenade, South- 
port. [7162 

DOUGLAS, low frame, 2-apeed, kick stai-ter, perfert 
order.— ilotorist, c/o Mawson and Proctor, Granger 
St., Newcastle. [S4664 

DOUGLAS, 2^)lh.p., 2 speeds, clutch, kick starter, 
lamps, liorn, spare tank; bargain, £29/10.— \\'alsall 
Garage, Walsall. [7269 

DOOGLAS.-Wliolesala and retail West of Engl.nnti 
ageuts; write us your requirements.— Sloifal 
Yeovil Tel.: 50. [6856 

COIUOEE Depots, Birmingham, Manchester, and 
Liverpool and Leicester, for earliest delivery of 
Douglas motor cycles. ' [0800 

DOUGLAS. 2';ih.p., tine order, new tyres, plating 
enamelling new, only wants seeing; £17.— 14, Dod 

facts are 

Stubborn Things. 

brooke Ed., West Norw'ood. 


1015 2'.'ih.p. Douglas, mechanically perfect, condition 
- 1/ excellent, specdonieteT, lamp; 

£43.— C/o Raleigh Co., Ryde. 

numerous spares 

"TJOUGLAS.^ 1914, T.T., 2-speed, good^condition,^tyres 

as new, lamps, horn, new spare tube, belt; £35. 
H.. 79, Chelsea Gardens, S."W". [7249 



Garage, Green St.,, Cambridge. [7348 

DOUGLAS Specialists.-Gil)l), Gough, London Ed 
(iloucester. Gibli, the International Douglas rider 

"IQ13 2-'4h.p. Douglas, 2-sp6ed, clutch, 
■i-iJ Duulops, lamps, horn, tools; 

winner of numerous cups and gold medals. 


ATTGTJ.ST (1914) Douglas, 2-speed, clutch, kick start 
new tyres, absolutely perfect condition; £38.— M. 
Briggs, 'Sandy Lane, Weatrji Point, Kuucorn. [X442S 

DOUGLAS, 1910, splendid going order, new heavj' 
Dunlop and tube or back, new belt, Amac, engine 
ju3t overhauled; must sell; £14.— ElliS, iarm. [X4591 

DOUGLAS, 1915, T.T. model, complete with lamps, 
mechanical liorn, in splendid condition; aecepl 

£42.— Apply, 69, Hampton Ed., Teddington, Middlesex 

1 13 (November) 2"/ih.p. Dou^laa, 2-speed, clutch, 
semi T.T., kick starter, all complete, numerous 
spares. u.sed carefully, run very little; £32.— J, N. Atkin- 
son, Bingley. , [7164 

Combination, 3-3peed, clutch, 
)wner enlisted.— 
Erockhurst Ed. 

DOUGLAS 1915 4h,^ ... 

speedometer, lamps, etc. ; £60 ; owner enliste_d 
Pergt. Airey, Artillery Arms Cottag. 
Gosport, Hants. 



CALTHORPE-J.A.P.. 2| h.p., Enfield 2-speed ger-.r £39 18 

CALTHORPE Ladv's 2-stroke, ^-speed gear £37 16 

CALTHORPE Combination, 4 h.p..C.B.S /car, 3-sp. £73 10 
LEVIS 2-stroke, 2J h.p £32 

LEVIS 2-stroke. 2\ h.p., Enfield 2-spced p,ear £47 10 

COVENTRY EAGLE 2-stroke, r /shaft, 2-sp. gear- £44 2 
NEW IMPERIAL, J.A.P. engine, 2-speed gear . .'. . £38 
B.S.A., 4i b.p., 3-sp., countershaft gear (Model K) £64 
3.S.A., U li-P-. Model K, Millf ird Corvette Sidecar £79 15 
ALLON 2-stroke, 2:| h.p., count.^rshaft 2-speed gear £44 2 
ALLON, 2-stroke, i'} h.p., 2-sp^ed gear, clutch .... £47 £ 
ENFIELD 6 h.p. Comb., C.B. S/car, 2-speed gear £94 10 

ZENITH, ^'. h.p. J.A.P. engine, Gradua gear £62 7 

ZENITH, 4-5 h.p. J.A.P. engine, Gradua gear £65 16 

ZENITH, 6 h.p., twin-cyl. J.A.P engine, Gradus . . £76 4 
JAMES, 4i h.p., 3-speed counte.-shaft gear, k-start £69 10 
JAMES Comb., 4^ h.p., C.B. Si Iccar. 3-sp., k-st^rt £87 5 

JAMES 2-stroke, 2} h.p., a-spcd gear. £42 

ROVER, 3.'. h.p.. ^-speed, countershaft gear, k-=tart £69 10 
ROVER Comb., 3 V h.p. 3-sp., Rover C.B. Sidecar . £89 S 
ZENITH, 4-5 h.p., clutch, countershaft, kick-start £73 10 
NEW IMPERIAL-J.A.P., 2i h.p., single-speed (1915) £30 


REX, 5 h.p. twin, magneto, good running order ... £8 C 

TRIUMPH, s\ h.p., igo6, complete with accessories £16 

TORPEDO, 2.'> h.p., 2-stroke, 1914 £17 

-I Q13 (November) _ 2"/ih.p Douslaa, 2-sneed, clutch, TRIUMPH, 1911, 3.!^ h.p., complete with lamp and 

-!-«-' senn T.T., kick starter, all complete, numerous generator ... .7. '. £23 

HUMBER, 3\ h.p., 1911, 2-sp., complete with Side- 
car and accessories £25 

SCOTT, sJ hj5., i9i2,2-str.,2-sp.,k/st.,speedom't'r £28 

VELOCETTE, 2^ h.p., 1915, 2-str., 2-sp., chain drive £28 

Vn^noc OVERSEAS, sHi.p., 1915, T.T. bars, accessories £28 C 

L/^bb REVERE, 2^, h.p., 1916, 2-stroke. 2-speed £28 10 

DOUGLAS, 23^h.p., 1913 model, 2-speed. clutch, kick BRADBURY, s.Vh.p., N.S.U. 2-sp. gear, 1912 ... £30 

starter, fine order, not used last year, all acces- HUMBER, S-Ui.p., 1914, 3-sp., and kick-starter . . £36 

sories, thoroushly overhauled; £35.-H. Blower, 282 , £fjpiEI_Q^ ^h.p._ 1915^ ,._^p. ^ear, twin-cvlinder . . £42 
Earl's Court Ed., S.W. [720S LEVIS, s.Vh.p.. 1916, 2-sp., horn and speedometer £42 

T^OtTGLAS, 1915, T.T., 23iih.p., _2-speed, lamps, horn, 

speedometer, spare -valve, belt, chain, inner tuVte. 
flU accessories, good condition; £44.— Griffin, i'reston 
Cottage, Thames Ditton. [7130 

fc 1 5 2^;4h.p. 3-spoed Douglas, electric lights, with 
* Dynalite. Lucas horn, Cowey trip, property of 
officer in France: not used since March last; £47.-66, 
London Ed., Twickenham. [7391 

1 O^'^ 2'iih.p. T.T. Douglas, 2-Bpeed, new Dunloiis, 
Xi? B170 sa"' - ' * ~. . 

DOUGLAS, 2.^ h.p., 1914, CrSp., and a'ccessories . . £42 

DOUGLAS, 2'i h.p., 3914, 2-sp., and accessories, . . £43 

DOUGLAS, 2j h.p., 1914. 2-5p., and accessori'^'s . £44 

ENFIELD, 6 h.p., 2-sp., coachbuilt Sidecar, 1912 . . £45 

-|Q15 2^;4h.p. 3-spoed Douglas, electric lights, with INDIAN 5 h.p., 3-5p., kick-starter, and access., 1915 £45 
Ji*y Dynalite. Lucas horn, Cowey trip, property of INDIAN 7 h.p., clutch model, speedometer and horn, 

1914 £15 

B.S.A., 4 li.p., 1914, 3-sp., cbain drive, and C.B. S /c. £50 9 

INDIAN, 1915, 5 h.p., 3-sp., k/start, and accessories £51 

"s'addTe,*'2 Tfuca slam p*" sets, horn, Stewart ' DOUGLAS 3^ h.p., 1914, 2-speed, and kick-starter £52 

Bpeedoraeter, excellent condition; £38/10.— Eobinson'.-^ DOUGLAS, 2] h.p., 1915, 2-sp., and accessories .. £52 

Garage, Green St, Cambridge. [7349 INDIAN, s b.p., 1916, 3-sp., kick /start. & accessories £54 

DOUGLAS. 1915. new 1916, done 500 miles. 2-8peerl, HARLEY-DAVIIiSON, 1915, 3-sp., k/starter, lamps, 

eemi T.T., P. and H. lighring set, perfect condi- and horn £55 

tion, complete outfit, tools, and spares; £45, no offers.- 
Boi L2,928, c/o The Motor Cycle. [7184 

DOUGLAS, late 1914 T.T., 2-speed, all accessories, 
speedometer, spare tube, new tyres, chain, belt, re- 
cently overhauled, adjustable pulley; bargain, £39.— 
Hare, Highlands, Dyke Ed., Brighton. [7205 

DOUGLAS, 1913, 2y[h.p., 2-speed, tyres nearly new, 
P. and H. head lamp and generator, rear lamp, 
horn, spare belt and tube case; £34.— Wilkins, Simpson, 
and Co., 11, Hammersmith Ed., London. [7171 

DOUGLAS, 1915, T.T., 2%h.p., disc wheels. 2in. 
copper exhaust pipe, Bosch, 1916 Amac, F.E.S. 
lamps, Cowey, knee-grips, splendid condition; 42 gns. 
for quick sale.— McDonald, 86, Wayerly Ed., Southsea. 


DOUGLAS, 1916, 4h.p., 3 speeds, tyres unpunctured, 
perfect condition, lamps, tools, etc. ; must sell ; 
owner joining up; £40, or oSer; apply before 12 noon 
any week-day.— Wyatt. 189, Wirtemberg St., High St.. 
Olapham. [7402 

SEMI T.T. 2-speed Douglas, August, 1914, new Dun- 
lops, all in new condition, 2 Lucas lamps, speed- 
ometer, horn, spare tyie and tube, belt and fasteners, 
tools, set overhauls and Hutchinson waders, gallon oil ; 
owner giving up; price £44, or near offer.- March. 
Builder, Hampton, Middlesex. [7369 

INDIAN, 7 h.p., 1915, 3-sp.,springframe, elec. tquip. £56 
INDIAN, 7 h.p., 1915, 3-sp., spring frame, elec. equip. £59 
INDIAN, 7 h.p., 1915, 3-sp., spring frame, k/start, 

elec. equip, and C.B. Sidecar £69 

SCOTT, 3^- h.p,, 1915, 2-5p., 2-str., kick-starter, with 

Scott coachbuilt Sidecar and accessories .... £S5 
INDIAN, Model F, 7 h.p., 3-sp., k/start, spring frame, 
1916. disc wheels, elec. equip., lamps, horn, and 

speedometer £85 

INDIAN, Model F, 7 h.p., 1916, 3-sp., kick-starter, 
spring frame, elec. equip., de Luxe coachbuilt 
Sidecar, luggage carrier, and sidecar lamp .... £110 


208, Gt. Portland St., 

'Phone: 7091 May fair {2 lines). 
A20 A-II letters relating to advertisements should Quote the number at the end of each advertisement, and the date of the issue. 



4>.3.h.p. T.T. Douglas, 2-speed, late 1914, 6,000 mUeJ 
/W4 tyres oversize, nearly new, spare belt, Luca 
lamps, Stewart mechanical horn, knee-grips, engine juE 
overhauled, splendid order and appearance, very fast 
best offer over £33.— Box 642, c7o The Motor Cyclez- 


THREE Douglases.— One 1912-13 T.T., 2-8peed. fas' 
26 gns. ; one 1913-14 T.T.. 2-speed, perfect. 33 gns^^ 
one 1913 touring, new Marcli^ 1914, 2 speeds, elutcl 
kick start, new tvres, overhauled, peifei"'t, 34 gns.- 
Eider Troward, 78, High St., Hampstead. 'i'hone: 53^^ 


IQI7 2r;h.p. Edmund (Levis engine), spriuff irami 
Xv Entield. gear, chain drive; 50 gns,— Wilkin an 
Co., Hunter's Bar, Sheffield. [X46C( 


COLMORE Depot. 31, Colmore Eow. Birminghair 
for immediate delivery of Enfields. [080 

EJs'FIELD 3h.p. Twin. 2-speed, free, pedal start, good' 
order, fast; £20.-14, Dodbrooke Rd., West Nor- 
wood. [0878, 
ENFIELD, 6b. p.. and sidecar, grand outfit, had little 
use; bargain, £65.-156, Stockport Rd., Gee Cross, 
Hyde. [X4091 , 

ROYAL Enfield, 6h.p., and sidecar, 1914, recently 
renovated, perfect condition; £60.— J. Qutram, 
Sevenoaks. [7209 

ROYAL Enfield 2-strok6, very good order, couipleto 
with- lamps and speedometer; £28.- W. Wilkes, 
Castl^ Foregate, Shrewsbury. [X4630 

6 h.p. Royal Enfield 1913 Combination, in very fine 
order; £45.— Smith, 16, Haverstock Hill, oppo- 

site Chalk Farm Tube Station. 


1 Q14 Enfield Twin, 2-f4h.p., 2 speeds, kick start, per- 
JLt/ feet condition; exchange 2V2h.p. Imperinl.- 

Osborne, 7, Harpur St., Bedford. 


"L^NFIELD 1917 6h.p. Combination, latest model, just 
X^J arrived from works ; 90 gns.— Wilkins, Simpson, 

aud Co., 11, Hammersmith Rd., London. 


I;^N'FIELD 3h.p. Twin, uew 1916, excellent condition, 
-^ complete accessories; owner in France; 35 gns.—. 
Seen 123, Queen's Rd., Fiusbury Faik, N. [7303 

1 QlS^i 6h,p. Enfield Combination, speedometer, horn, 
-1-t/ lamps, only run 1,500 miles.— Best oflpr to 
Walters, Grasmere, Eversley Rd., sSketty, Swansea. [7181 

ENFIELD 3h.p., 1917, latest model, just arrived from 
works, 55 gns. 'V\ e are Enfield specialists.— Wilkins, 
aiiupson, and Co., 11, Hammersmith Ed., London. [7169 

ENFIELD Coml.unation, 6h.p., -2-5peed, with dynamo 
lighting set, splendid outfit ; bargain, £78.- Elce 
and Co., 15-16, Bishopsgate Av,, Camomile St., E.C. 


ENFIELD 1917 2-stroke, 2-speed, and free engine, 
chain drive, very latest model, just arrived from 
works; £44/2.— Wilkins, Simpson, aud Co., 11, Hammer- 
smith Rd., London, [7172 
ENFIELD Combination, 90 gns. ; 3h.p. twin, £57/10; 
2-speed, 2-stroke. £45 ; delivery from stock.— 
Exeter Motor Cvcle Co., Ltd., Bath Rd., Exeter, and 
Tavistock Ed., Plymouth. [0838 

RIDER TROWAED, 78. Hich St., Hampstead.- 
1913 Enfield coachbuilt combination, good order, 
39 gns. : 1914 ]5nfielil. underslmig coachbuilt sidecar,, 
mileage 5,000, exceptional condition; 55 gns. [7316* 

1 Q16 Enfield Combination Model de Luxe, L"ucas 
Xt/ dynamo and lamps. Watford speedometer, sis 
months old, mileage under 2,000; 95 gns., or nearest 
offer.— Robinson, Troughton House, Cleator Moor. [7244 

ENFIELD 6h.p. Combiuation, late 1916, speedometer, 
lamps, tools, indiatinguisliable from new, new, siloflt,'- 
and powerful, and guaranteed perfect throughout ; £7f 
accept Douglas or Triumph part,— 280, Camberwell Rd 
S.E. [704: 

ENFIELD 1914 6h.p. Combination, splendid cond: 
tion, 3in. tyres, lamps, horn, many spares; £55 
seen evenings after 7, Saturday afternoon or Sunday b 
appointment.— Challis, 11, Allfaithing Lane, Wandi 
worth. [X46^ 

ENFIELD Coach Combination, 1913, very complete^ 
fitted, good condition, 42 gns. ; also luxurious limot 
sine sidecar body, completely enclosed, detachable to| 
used twice, bargain, £6; offers, - exchanges.— 8, ConnQ 
Ed., Enfield Wash. [X425: 

3 h.p. Enfield Combination. T.T. model, fast, and 1 
excellent condition, new spoiiiug coachbuilt sfd< 
car, electrically equipped, had no use since August, a 
owner on active service : £45 ; first cheaue over £4' 
secures bargain.— Hicks, Lanoy, Athelstan Ed., Exeta 


ENFIELD 6h.p. 1917 2-seater Combination, £97/10i 
3h.p. solo models. T.T. touring, £57/15; ■ actuall 
in stock ; good prices offered for up-to-date machines i: 
part exchange; deferred terms if desired. Also 191'. 
6h.p. dynamo lighting combination, unscratched, £9S' 
3h.p., 1916, ridden 2.000 to 3,000 miles, £45/10; 191' 
commercial combination, new 2 months ago, ridden 401 
miles, £87/10, all accessories; and two 1916 standan 
ouiflts, condition perfect. £84 and £85, really fine goods 
—Lamb's, 151, High _St., Walthamstow, and 50, Higl 
Ed., Wood Green. Tels. ; Walthamstow 169, and Horn! 
sey 1956. [722r 


EXCELSIOR. 8h.p., 1914, racing sidecar; £50.— VF, 
and H. Motor Co., Ltd., 287, Deansgate, Man 
Chester. [718.£ 

January i8th, 1917. 

THE MOTOR CYCLE.— (Supplement v.) 

Advertisements. 21 


•|OX6i-'> Excelsior (British). 2";ila.p., 2-stroke, 2-speed 
At/ comtiination, new condition, climb anytliing; i40. 
-27, Lanlmar Part Ed., Ealiag. [7334 


F.N., 1913. 2V>Ii.p.i clutcli, ridden very littla, original 
tries; £22/10.— Turner, 55, Pembei-ton Ed., Har- 
ringar, N. [X4633 

4-CXL. F.N. Motor, less magneto, carburetter, tyres, 
frame and eng:ine splendid order; bargain, £6.— 
Nison, Brampton, Cnmberland. [X4624 

F.N.. 5-6h.p., 2-Epeed, with sidecar, £22; also 5-6h.p. 
F.N. clutch model, £16; both have good tyres, 
and perfect condition; trial.— E.H., 162, Heath Ed., 
Twickenham. [7327 

PN., 4-cyI., in excellent condition, with coachbuilt 
sidecar; best cash ofEer taken; exchanges and 
terms eatertained.— Clark and Co., Motor Jlngineers, Don- 
caster. 'Phone: 176. [7233 


HAELEY-DAVIDSON, 6h.p., 1913, 2-speed, only used 
about 2,000 miles; lowest £33.— Boyce, Archway 
Bd., Highgate. [7344 

J A. STAGEY, 12, Ecclesall Ed., Sheffield, for im- 
• mediate delivery of Hailey-Davidsons. Spares, 24 
hours' service. [6244 

1Q16 7-9h.p. Harley -Davidson, electrically equipped, 
J.V dynamo lighting, inCistingnishable from new, 
done 900; £80.-20, Whitley St., Eeading. [7429 

HAELEY-DAVIDSON 1916 Models delivered from 
stock on the best terms for cash, exchange, oi 
easy payments:; sidecars in stock to fit.— Below. 

HAELEY-DAVIDSON, 1915, 7-9h.p., 3-speed, with 
special Harley sidecar Cbulbous back with locker), 
lamps, iioin, mirror, speedometer, magnificent outfit ; 
£70.— Elce and Co.. 15-16, Bishopsgate Av., Camomile 
St., E.G. [0492 

COLMOEE Depot, Birmingham, Manchester, Liver- 
poel, Leicester, for immediate delivery of all 
models of Harley-Davidsons, and spare parts. [0802 

LATE 1915 Harley-Davidson Combination, . fully 
equipped, excellent condition, £80; cash or easy 
terms.— E. B. Jones (Garages), Ltd., Swansea. [0861 

iC|15 Harley-Davidson, llF, excellent condition, fully 
it/ equipped, £58; also 10 gallons of best grade oil, 
30/-.— Eatstone, 1, Queen Mary's Ed., Coventry. [X4639 

HAPiLET-DAVIDSON, practically new, complete 
with fuU range of Luc^s accessories and Klaxon, 
fully f^uirauteed; 70 gns.— Golmore Depot, 31, Colmoie 
Ed., Birmingham. [7425 

IQlS Model IIB 4%h.p. Harley-Davidson, single-cyl., 
•M-*y free engine clutch, w?ch> hand and foot control, 
tick starter, 28x3in. tyres, Stewart speedometer, ' lamp, 
horn, and tail lamp, good condition; £32.— The Premier 
Motor Co., Aston Ed., Birmingham. [7298 

HAELEY-DAYTDSON, 1916 model 16F, and Canoe- 
let sidecar, wind screen, big F.E.S. lamp, Stewart 
horn, ridden 600 to 700 miles, really good thing ; 
£89/10 : deferred payments, exchanges.— Lamb's, 151, 
High St., Walthamstow, and 50, High Ed., Wood Green 
Tela.: Walthamstow 169, and Hornsey 1956. [7228 


IQ14 5-6h.p. Hazlewood and Bramble coach sidecar 
•M.U (under 3,000); nearest £50 for quick sale.- 
Bland, Devonshire Hall, Morecambe. [X4508 


RIDEE TEGWAED, 78, High St., Hampstead.- 
1915 Henderson, dynamo lighting, separate mag., 
Bramble 20 gn. sidecar, mileage 2,000, as new ; cost 
"fll2, 65 gns. [7318 


HOBAET 2-Btroke, 2y2h.p., 2-speed, only done 60 
miles, unscratched ; seen on appointment ; owner 
on war work; cost £40.— OfEers to B., 18, Avenue Ed. 
Brentford, W. [7202 

1Ql63i Hobart Combination, Mills-Fulford sidecar, 4 
-1-t/ h.p. J.A.P-, 3-speed Sturmey-ArcEer, Brampton 
forks, speedometer; owner bought "car; ofiers.- J. Eear- 
don, Frankfort St., Birmingham. [7157 


FMBEE Flat Twin Motor Cycles immediately from 
Colmoie Depot, Birmingham. [0882 

HTJMBEE. 1913, 2-8peed. handle start, and sidecar: 
£25.-29, St. Leonard's St., Bow. [7377 

HtTMEEE, 3%h.p., 1912; £14, ofEer; running oider.- 
Homer, 57, Foregate St., Worcester. [X458: 

1Q14 3V2h.p. 3-speed Humber, lamp, etc.; £35; rnsi 
X«7 or easy terms.— E. E. Jones (Garages), Ltd., Swan 
sea. _ [086." 

"I 013-14 3^h.p. Humber, Eoe improved 2-speed geai 
X«7 decompressor, and sidecar; £28.-80, Bisphan 
Ed., Southport. - [X410] 

1Q17 S^Ah-p. Humber, horizontally opposed twin, 3- 
Xt/ speed and clutch; £75. — Wilkin and Co., 
Hunter's Bar, Sheffield. [S4596 

1 Q17 6h.p. Water-cooled Humber, horizontally op- 
XU posed twin, 3-speed and clutch; £89/5.— Wilkin 
and Co., Hunter's Bar, Sheffield. [X4595 

HUMBEE, 3V2h.p., good condition, thoroughly over 
■ hauled, cane sidecar, kick starter; must sell.— 41, 
Eeplingham Ed., Southfields, S.W. - [7386 


GEZT |-r A"T 


Sole London and District Agents foi* 

A.J.S. & British Excelsiors. 

Sole District Agents for Calthorpes. 

Contracting Agents for all other Makes. 


Write lor Catalogue ol the machine you are in- 
terested in, & for our list ot Second-hand Machines. 

igiy 2j h.p. ALLON, 2-speed and clutch, first 
delivered £47 6 

JUNIOR TRIUMPH, 2-speed, new, immediate 
delivery £44 2 

1915I 4 ti-P- A.J.&. Combination, fully-equipped 
raachine, spare wheel £90 

4i h.p. 3.S.A., 3-speed, kick-starter, new £64 

2ih.p. EXCELSIOR, 2-speed and clutch, 
new £44 2 

2i h.p. CALTHORPE-J.A.P., 2-sp., new' £39 18 

I al h.p. Lady's CALTH0RPE,2-sp., new £36 14 I 

2ih.p.— CALTHORPE, 2-speed, 2-stioke, 
new £32 11 

1912 3^ h.p. P. & M^, 2-speed, kick-starter, 
and coachbuilt Sidecar, fine order . . £35 10 

1913 3i h.p. clutch TRIUMPH . . £22 10 

1915 2|h.p.. EXCELSIOR, 2-str., 2-sp. £27 15 

1914 2| h.p. ALLDAYS MATCHLESS, 2-speed, 
and Sidecar £26 

I9r4 6 h.p. A.J.S. and Canoelet Sidecar, hood, 
and screen £65 

1913 3^b-P- ARIEL, 3-speed, and coachbuilt 
Sidecar £38 

1915 5-6 h.p. HAZLEWOOD-J.A.P., 3-speed, 
and coachbuilt Sidecar £58 

1916 4^ h.p. EXCELSIOR, chain-drive, 3-speed, 
shop-soiled ; cost <;67 4s £58 15 

Tyre Catalogue now ready, post tree. 



Showrooms : 21a, STORE STREET, W.C. 
Wholesale : 38, ALFRED PLACE, W.C. 
Garase : 12, Tottenham Mews, W.C. 

'Phone — Museum, 1240. 
T.l-grams — "Dynametro, Westcent, London." 




HUMBEE, 1915, 3i,4h.p., 3-speeC nearly new: special 
prii-e, £57/10.— Exeter Motor Cycle Co., Ltd., 
Bath Ed., Eseter, and Tavistock Ed., Plymouth. [0842 

3ih.p. Humber Engine, Chater-Lea Irame, mag., 
2 torpedo tank, 1916 torpedo sidecar, perfect; £18. 
— J.E., 234, Southiyark Park Bd., Beimond^ey, BE. 

lOlS 3iAh.p. 2-speed Humber, F.E., perfect through- 
J-U out," 1916 B. and J3. ; seen after 6 p.m.; £26, 
or near ofler.— 473, Lordship Lane, Dulwich, London. 
S.E. L7203 

HITMBBE LightTreight, 1913-1914, appearance as 
new, been very little used, in good order, all ac- 
cessories, 55/- lamp set, also spares; £14.-4, Bornio 
St., Putney, S.W. ^ [7177 

"IQIS Humber, 3'Ah.p., 2-speed, F.E., lamps, tools, 
JL*^ etc., new Dunlop heavies. Tvith Canoelet coach- 
built-«decar, all in splendid condition; bargain, £25.~ 
68, Owston Ed., Carcroft, Doncaster. [7278 


T 014 ElectricJiUy-eauipped Indian Combination, vety 
-L«7 fast; £45.-20, Whitley St.. Eeading. [7428 

INDIAN Combination, just been overhauled and enam- 
elled; £38.— Slack's Garage, Stockport. [X4506 
INDIAN 1916 Powerplus Combination, run 80 miles 
only, equals new, fully eijnipped; cost £120, accept 

INDIAN, 1915. 5h.p., 3 speeds, kick starter. Swan 
sporting sidecar : 50 gns. ■ 
INDIAN, 1915, 3'Ah.p. twin, 3 speeds, almost new; 
INDIAN, 1915, 7-9h.p., eauals new; £45.- Percy and 
Co., 337, Euston Ed., London. L7412 

GENUINE Bargain.— 1916 7h.p. T.T. Indian, as new: 
£37/10; fully eiiuipped.- 24, Tudor Gardens, 
Barnes. t'=°^ 

7-9h.p Indian and sporting sidecar, perfect ; £30, 01 
nearest ofler.-Shop 2, Southwood St., Orewton, 
Derby. . "125 

TNDIAil, 1915, 5h.p., 3-speed, with racing torpedo 
JL sidecar, sporting combmation, good condition; ibu. 

INDIAK 1915, 5h.p., 3-speed, semi-T.T. bars, elec- 
tric lighting, splendid condition; £50.-Elce and 
Co., 15-16, Bishopsgate Av., Camomile St., B.C. [04SO 
1Q15 Indian, SVzh.p., 3 speeds, kick start, clutch, 
Xy sporting sidecar; offers.-Locke, c/o Olaytons 
Garage, Wallington, Surrey. VIWI 

tni4 T.T. Indian, lamps, horn, speedometer, corn- 
it/ plete, splendid condition; £35, or exchange Ught- 
weight.— G. Cox, Cross, 6troud. [714/ 

INDIAN (1916 model), nearly new spring frame com- 
bination: cost £102 sacrifice £58 for cash, bargain. 
-Smith, Institute, Mooltan, Tidworth. 1718J 

INDIAN 7-9h.p., 1914, clutch model, recently over- 
hauled; £27; must sell.-Eeynolds, 6, Stonebridge 
Cottage, Davington, Faversham, Kent. [714/ 

TNDIAJSr, 1914, 7-9h.p., O.B. sidecar, 2 siwds. spring 
i. frame, usual accessories, excellent condition; £45 
-luce, 70, Langthome St., Fnlham Palace Ed., S^W. 

31h.p Twin Indian, 1915, and sporting wicker side- 
2 car, good Dunlops, tools, lamps, and horn; £42, 
or near ofler.-2nd Lt. Bowen, Signals, Dunstable, B|ds^ 

Tni6 Indian, Sh.p., S-speed gear, clutch, and kick 
ly starter, lamps, horn, and aU accessories, only 
run 1,500 miles, as new; offers.-E. Bamber and Co., 
Ltd., Birkdale, Lanes. 1'*"^ 

LATE 1915 7-9h.p. Indian and 20 gn. sidecar to 
match, 3 speeds, electric lights and horn, only 
done 2,000, in splendid condition, like new; *64^- 
Oxton Cycle and Motor Works, 1, Village Ed., B'^keft 
head. LTl&l 

1 iai5-16 Indian 7h.p. Combination. 3-8peed, electric 
XU lighting, spring frame, hood and screen, 111 good 
Older- £75, or exchange lower power and cnfb.-l. 
Wardie, Aberford Ed., Woodlesford, Leeds. Tek: 48 
Egjhwell. [i.458» 


IVX, 2iAh.p., late 1913, 2-Btroko, new back tyre: £19. 
-J. B. Jones, Min Alon, Glan Convey, N^^^^^ 

-< r»15 IvT. 2iAh.p., 2-speed, 2-strok6, tyres and belt 
ly practioaliy new; £24.-Montgom6ry, VKtem 
Hooms, Bristol. [i4.i5B 

TVT 1916 2-spe6d Model de Luxe, spare tank fitted. 
J. Lucas lamps, horn, speedometer, as new; £2a'l"- 
-The Walsall Garage, WalsaU. I''"'- 

TVT de Luxe Model, 2-stroke 2-speed, with kMr 
i starter and clutch, ]ust delivered; f'>'"10--W- 
Wilkes, Oastle Foregate, Shrewsbury. [X4629 


COLMOEE Depot, 261, Deansgate, Manchester, have 
in stock complete range of James motor cycles. 

1 QIS James, 2i,4h.p., 2-speed, 2-stroke, Lucas lamps, 
JLH Stewart horn, Stewart speedometer, good kit of 

.tools, in excellent running order; any trial given; £36. 

j— A. Colon, jun., 11, Binnie St., Gourock, Scotland. 

AU letters relating to advertisements should quote the number at the end of each advertisement, and the date of the issue. a2I 

12 Advertisements. 

THE MOTOR CYCLE.— (Supplement vi.) 

January i8th, 1917. 


3.11. p. Kerry, less bnttery, engine lite new, yertical; 
'W4 £5.-80. Bisnliiim Rd.. SoutliTjort. '" I'XAIOC 

'W4 £5.-80, Bisplliim Ed., Southljort. 




IQia KynocJi-Jap, 3-speed S.A. hub gear, clutch, 4 

-tt? h.p., new tyresi £35.— Baker. 10. Church St.. 

Biildock, Herts. [7129 


LEVIS, latest, hranil new, Biugle and 2-speed modeh 
in stock.— Moss. 'Wem. [4658 

»>ih.p. Popular Levis, 2-stroke, Sept., 1916, scarcely 
■W4 soiled; £26.— Miss J, Shanks, Downham, Xoriolk 


LEVIS Popular, 1917 model, absolutely new, uu- 
orated; 28 gns.— L.A., Leslie's Cafe, Bognor. 

1 Q15 2i/2h.p. 2-speed Levis, Lucas lamps and horu ; 
it/ £27.— Wilkin and Co., Hunter's Bar, Sheffield. 


CIOLMORE Depots, Birmingham and Leicester, lui 
J delivery oi all models of Levis motor cycles froii. 
stock. [0804 

LEVIS.-Tliree 1917 Popular S^ih-p. models, ready for 
immediate delivery; £32 each.— The Walsall Gar- 
age, Walsall. [7270 
LEVIS, 1916. 2-speed. only done 400 miles; £24/10, 
or close offer.- Taylor, 1, Gorringe Terrace, Toot- 
ing Junction. [7282 
LEVIS Popular, 1917 latest model, just arrived from 
works: £32.~Wilkius, Simpson, and Co., 11, Ham- 
mersmith Ed., London. [7175 

"IQ17 Popular and Model E Levis, delivery from 
-I- *J stock ; cash or easy terms.— Wilkin and Co., 
Hunter's Bar, Sheffield. [X4600 

LEVIS Popiriar Model, new, but slightly shop-soiled; 
special Uureaiu, £29/17/6.— Wilkins, Simpson, ami 
Co., 11, Hammersmith Kd., Loudon. [7176 

1 Q16 Levis Popular, variable ignition, used 4 months 
-L«/ only, lull tool kit, condition perfect; £25.— 
Hemingway, Far Eorest, near Bewdley. [X4635 

LEVIS Popular Model, £32; Levis do Luxe, Koyal 
Enfield 2-speed, 26in. wheels, £47/10; in stock; 
easy purchase terms if desired.— Ha nods, Ltd., Motor 
Cycle iJept., Brompton Ed., London. [7214 


LINCOLN-ELK, 1911, Si^-h-p., Bosch, good tyres, 
belt, etc., good order; £12, or near ofler.— Watts, 
Arnsi(]e, Westmorland. [S4565 

T3IDER TEOWARD, 78, High St., Hampstead.- 
-tV 1914 Martin-Jap, record breaker, 64 m.p.h., over^ 
head valves, as new; 25 gns. [7317 

MARTIN-J.A.P., 1914, 4h.p., 2 speeds, free engine, 
condition as new, spares, and accessories ; £25.— 
Law, Police Section House, Wren Ed., Camberwell. 


MATCHLESS Motor Cj-cles; no quicker delivery ob- 
tainable than from Colmors Lepota. [0881 

MATCHLESS Bh.p. C.B. Combination, condition like 
new; £52.— Slack's Garage, Stockport. [X4505 

MATCHLESS 6h.p. Twin, free engine, in exceptional 
order and condition throughout; £25.— Percy and 
Co., 337, Eustou Ed., London. [7419 

MATCHLES.S, 1914 model 8B, 7h,p., 3-speed, with 
new Matchless Canoettdt sidecar, 2 lamps, horu, 
£73/10: also 1912 6h.p. coml '-.lation, £29/10; deferred 
payments if desired.- Lamb's, 151, High St., Waltham- 
stow, and 50, High Rd., Wood Green. [7221 


MOTO-EEVE, 2h.p., mag., all h.b.c, good climber; 
£8/10.— Eutlin, The Bungalow, Galleywood, Chelms- 
ioid. [X4588 

New Hudson. 
1 Q 1 3 3'/^h.p. New Hudson, 3-speed, and coachbuilt 
J-t/ sidecar; £32.— Wilkin, Hunter's Bar, Sheffield, 


NEW Hudson, 2-strnke, 1916 model, good as new; 
cost £33, accept £22/10.-Th6 Walsall Garage, Wal- 
salL [7266 

NEW Hudson Combination, 3>-2h-p., lamps, horn, 
tools, etc., new tyre on rear; £31.— Walsall Garage, 
Walsall. [7268 

1 Q15 New Hudson War Model. 4h.p., 3-speed, with 
Xi/ coach sidecar; bargain, £55.— Lieut. Bird, 27, 
High St., Doncaster. [X4573 

NEW Hudson, 2i4h.p., 2-speed, 2-stroko: £38 —Exeter 
Motor Cycle Co.. Ltd.. Bath Ed., Exeter, and 
Tavistock Ed., Plymouth. [0840 

NEW Hudson. 3-speed, tick start, and coachbuilt sidy- 
cnr; £32, genuine bargain.— W. and H. Motor Co., 
Ltd,, 287, Deansgate, Alanchester. [7195 

NEW Hudson, 1915 (December). 2J4h.p.. 2-8troke ; 
£16; must sell; owner ordered to Front.— Gerard, 
Rifle Brigade, Queenborougli, Kent. [7384 

"j Q15 2^/2h.p. New Hudson Lightweight, 2-speed 
-■-♦/ countershaft gear, 26x2in. Dunlop studded tyres, 
Bosch waterproof mas'., footboards, in perfect condition ; 
£27-— The Premier Motor Co., Aston Ed., Birmingham. 


New Imperial. 

EW Imperial, latest 2i/2h.p. and 6h.p. models in 
stock.— Crow Bros., Guildford. [6367 





, \ IL m X<^j Nl D; £, RTS. 




We hold largest Stock in the North 
of the finest and most up-to-date 
new nrodtls, and give immediate 
delivery of the choicest new pro- 
ductions so hard to get elsewhere. 
Bigiiest selection of Second-hand, 
SUi^htly Used, , and Shop - soiled 
Models, that save buyers pounds, 
perfect for reliability and satisfactory 


Fully detailed Lists sent free, mcluding : 

ALLDAYS ALLON, 2-stroke, 2speed . . .£44 17 9 
ALLDAYS ALLON, 2-stroke, 2-sp., clutch£48 tt 9 
6 h.p. ENFIELD Combination, 2-seat. Sc, £102 
6 h.p. ENFIELD Combination £94 10 

5 h.p. INDIAN, Model B, Combination .. £86 10 
2.V h.p. NEW IMPERIAL, Ladv's Model. . £50 S 
21 h.p. EOMUND-J.A.P., spring frame . . £48 10 

3i h.p. EXCELSIOR, 3-speed £65 

4-5h.p. ZENITH, Model D £73 18 

2jh.p. LEVIS, 2-stroke, Popular model . . £32 
2lh.p. NEW IMPERIAL, 2-speed, k /start £48 8 
2'. h.p. NEW IMPERIAL, 2-speed, Model I £40 19 
2i h.p. CALTHORPE, jstroke, 2-speed . . £34 13 
2J h.p. CALTHORPE-J.A.P., 2-speed .... £39 18 
21 h.p. LEVIS, 2-sp., Model E, chain drive £47 10 
5' h.p. CLYNO, Mihtary Model, with Side- ' 

cir, spare wheel, and luggnge grid . . .£108 3 

6 h.p. ENFIELD Combination, elec.equip.£110 5 
21 h.p. ENFIELD, 2-stroke, 2-speed £44 2 

7 h.p. INDIAN, Model C, 3-speed £78 

3 h.p. ENFIELD, Model 140 £57 15 

5 h.p. INDIAN, Model B, 3-speed £70 

4} h.p. B.S.A., Model H £86 

4i h.p. B.S.A., Model K £64 

2', h.p. DIAMOND-J.A.P., Enfield 2-5pgca.- £40 19 
2j h.p. EXCELSIOR, 2-stroke, 2-speed ... £39 5 
2} h.p. EXCELSIOR, 2-5troke, single gear. £30 16 
2| h.p. EXCELSIOR, lady's model ...... £46 10 

2', h.p. SPARKBROOK, 2-3troke, 2-5peed. £40 



Our Matchless Second-hand Bargains 
include these. Full List Free. 

1915 2j h.p. T.T. DOUGLAS, full equip.. . £46 

1916 4 h.p, CALTHORPE Com., 2-sp.; F.E. £60 
1915 6 h.p. CLYNO Com., complete equip. £65 
1915 6 h.p. ENFIELD Com., dyn. lighting £75 
4 h.p. PREMIER, twin, 2-sp., and Sidecar £26 
191S 7 h.D. INDIAN & Sc, Mod. C, as new £68 
J9J+ 6 h.p. MATCHLESS-J.A.P. and S'car £44 
iqi6 AUTO-WHEEL, with Raleigh :-speed £15 
8 h.p. HUMBERETTE, complete, perfect, 

full equipment. Special £68 


Ask for full List of unusually low- 
priced Second-hands,-' including : 
1914 6 h.p. A.J.S., 3-speed, and Sidecar . . £55 
19T6 2% h.p. EXCELSIOR, 2-stroke, 2-sp. £39 
1914 7 h.p. INDIAN and Sidecar, elec- 
trical equipment £42 

i9r«i 3 h.p. ENFIELD, lamp, gen., horn £43 
6 h.p- BRADBURY, .v^peed, and Sidecar £43 10 
1914 4I li.p. B.S.A., with torpedo Sidecar £48 10 
igrs 6 h.p. ENFIELD, 3-spped, coach S/c. £58 
I9r6 4:t '^-P- B.S.A., 3-speed, coach Sidecar £63 
igrarili.p. NEW IMPERIAL, 2-speed, 

u=ed .(c miles £37 

rgis 7 h.p. liUDIAN, spring frame, and 

Indian Sidecar £63 

1913 2.1 h.p. ROYAL RUBY, good running 

order £21 

igrs 2i h.p. CALTHORPE-J.A.P., 2 speed, 

and clutch £23 



New Imperial. ] 

COLMORE Depots, Manchester and Leicester, for im-,^1 
mediate delivery of New Imperial motor cycles. ^' 


IilPEEIAL-J.A.P., 1916, 2-spGed. perfect; f43.-W.;. 
and H. Motor Co., Ltd., 287, Deansgate, Mnu-M 
Chester. [7191^1 

RIDEE TEOWAED, 7S, High St., Hamp,stead.-S; 
1915-16 ICew Imperial, 2-flpeed, mileage 2,500. ns-' 
new ; 27 gns. [7320;^ 

NEW Imperial-Jap, 1916, 2!;4h.p., 2 speeds, spleudii 
condition; sacrifice £26/10.— 436, Whitchorse Ed,,: 
Thornton Heath. [7378; 

J A. STAOEY, 12, Ecelesall Ed., SbefBeUl, for Im-' 
• perial-Jap, the finest lightweight on the market::"^ 
delivery from stock. [6246 

NEW Imperial, 1916, 2-spe6<l, with Epcedometel, 
lamps, etc., new tyres, in excellent conditioD an4 
runuiug order, almost new; i28.— Lieut. Lockwood, 21„ 
Avenue Rd., Brentwood, [7136 

NEW Imperial, 2i'.h.p., 2-speea model, flO/lO;/ 
2-speed. clutch, and kick starter model, £48:6; easy 
purchase terms if desired: exchanges entertained.— Hnr-, 
lods, Ltd., Motor Crcle Dept., Brompton Ed., Lnndon," 
S.W. ■ L721S-.I 

1Q16 SVoh.p. Norton, all chain, 3-speed countershaft*' 
-LI/ lamps, horn; £56.— Smith, Baker, Wateringbury; 

1Q15 Big 4h.p. Norton, new November, 1915, 3-, 
Xtf spe«d countershaft gear, splendid condition 
throughout ; any expert examination, or reasonable 
demonstration ; sacrifice for quick sale at 55 gns.— H. 
M. Chailes, Chesaington, Stoke Green, Coventrj:. fX4567 


N.S.U.. £9/10, mag., B. and B.. Brampton variable 
pulley, head and tail lamps, 3h. p.— Watson, Green- 
ways, Hook. [7198 
.U.T., 2^ih.p. twin, J.A.P., S-speed gear, tyres good; 
£25.-Momson, John St., Langhohn. [7264 

<) K 

O.K.'s in stock, MA.G. £42/10, J.A.P. £38.- 
Voungs, 2 and 3, The Parade, High Ed.. Kilbum. 


O.K., 1916, 4-stroke, 2-speed, countershaft, elaborate 
accessories, spares, and tools, as new; £25.— Head. 
31, Haiuthorpe Ed., West Norwood. [0837 


IQlSi'^ Omega, 3h.p., 2-speed, 2-stroke, done 500 
-JLtf m'iles, will ^ake sidecar, spare petrol tank, yapor- 
isei: excellent condition; take £33.— A. Maddock, Sprinr 
fields. Alsager, Cheshire. [71" 


p. and M. 

P. and M., SH'h.p., 2 speeds, in good order; a barga; 
£15.— Percy and Co., 337, Euston Ed., London. 


P. and M., 1909, 3^[.h.p., 2-speed, new sidecar body, 
aluminium footboards, spare tank; £19/10.— J. 
Bowen, 29, Jersey Terrace, St. Tliomas, Swansea. [7160 

P. and M. Combination, 1914, S'/jh.p., and P. and M. 
sidecar, lamp and horn; £55: deferred terms if 
desired.- Lamb's, 151, High St., Walthamstow, and 50, 
High Bd., Wood Green. [7223 


31h.p. 1913 Peugeot, Bosch, B. and B., good tyres, 
2 belt; lamps; £20.-61, Peckham Park Ed., S.E. 


PRECISION Engine, a^ih.p., Stormey-Aroher S-speed 
gear, free engine, clutch ; £28.— M. Shanks, Down- 
ham, Norfolk. [X4499 

33.h.p. Torpedo Precision, B. and B., adjustable, 
4 Bosch, done 5,000 miles, 160 ru.p.g., splendid 
condition; £19.— Rhodes, 8, Ash Grove, Weaste, Man- 
chester. [X4590 


PEEMIER, 1915, Siyi.p., 3 speeds, countershaft, kick 
starter, coachbuilt sidecar; £44; in nice order. 

PEEMIER, 1913, 3V2h.p., 3 speeds, coachbuilt sirlc 
car. ppifect order; £29.— Percy and Co., 337 
Euston Ed., London. _ [7410 

1 Q14 4h.p. 3-speed Premier, in perfect running order; 
-*-«-' £25, lowest.— Chapmans', Engineers, Hurlingham, 
S.W. [7200 

1 Q13 Premier, SVsh.p.. Philipson pulley, sound con- 
^^ dition; £20.— Montgomery, Victoria Ennuis. 
Bristol. [X4257 

PREMIER, 1914, 2?ih.r., excellent condition. Gracl. 
gear; £21, bargain.— Wheldon, 251, Barking Ed 
East Ham. [725S 

1Q14 3V2h.p. Premier, 2 speeds, coachbuilt sidecar; 
-l*^ £45; cash or easy terms.— E. E. Jones (Garages), 
Ltd., Swansea. [0823 

"I Q14 Premier, 2J/i.h.p., 3-8peed, clutch, all accessories: 
yU £24.-Smith, 16, Haverstock Hill, opposite Chnlk 
Farm Tube Station. [7397 

"IQ14 3'yi.p. Premier, 2-speea, handle start, Bosch 
-i-t-* mag., head and tail lamps, new tyres, sp]cndi<i 
order; £33.— A. H. Blhs, Wivenhoe, Essex. [7381 

A22 All letters relating to advertisements should, quote the number at the end of each advertisement, and the date of the issue. 

ANTJART 25th, 1917 

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Preferential Treatment for Front 

IN another part of this issue we describe axi 
arrangement which has for its object the 
equahsing of the explosions in either cyUnder 
of a V twin, the idea of the designer being 
that, owing to the inertia of the gases, they 
would be left Tsehind in the induction pipe and 
consequently fed more freely to the rear 
cylinder. That this action would take place_ to 
some slight extent at the moment of acceleration 
is, of course, quite obvious^ but in the paragraph 
referred to we give reasons why tliis action 
should not continue when the machine settles 
down to a steady pace. It has been stated that 
the petrol in a cylindrical tank placed trans- 
versely will bank up at the back to some extent 
and remain in this position so long as the car 
retains its speed, as shown by the level of the 
petrol in the gauge. We cannot agree, however, 
that the two cases are analogous, for. there is no 
disturbing influence in the tank to cause the 
petrol quickly to resume its natural position, but 
in the induction pipe the gases are flowing 
rapidly first in one direction and then in the 
other, leaving the carburetter in every case at a 
velocity equal to that of the motor cycle. 

Every railway traveller knows that when the 
engine starts his back is pressed against the 
cushions for a moment as the train gains speed, 
if he is sitting with his face to the engine, but 
^tliat tWs sensation is not continued; moreover, 
when a piece of paper is thrown across a railway 
carriage it is not left behind so long as it is in 
the carriage, but as soon as it passes through 
the window and meets the outer air its speed, 
equalling that of the train, is at once arrested by 
the air resistance, and it is left behind. All 
motion is, in fact, relative. The contention of 
a natural surging of gas to the rear cylinder is 
not without interest, however, but if it could be 
substantiated the action would surely have been 
countered ere this in car engine design, whei'e 
induction pipes are naturally much longer. 

Future Petrol Allowances. 

WE have already hinted that when the 
present petrol licences expire in April 
the allowances to motor cyclists may be 
reduced. No details as to the plans of 
the Petrol Control Committee have yet 
been disclosed, except that it has been definitely 
stated that the monthly grants will not be in- 
creased. When the Petrol Control Committee 
first began to get to work in August last, motor 
cyclists were allowed the merest pittance of 
petrol. When winter arrived and the new licences 
came into force a more reasonable allowance 
was made, and motor cycling, that most health- 
ful and beneficial of pastimes, could be carried 
on, as it should be carried on in war time, in 
moderation. It has been hinted that at the pre- 
sent moment there is petrol enough and to spare 
after the needs of the Services have been sup- 
plied, but that the proposed restrictions are 
intended to force economy on motorists so that 
they may have more money to lend to the 
country. Looking at it from the motor cyclist's 
point of view, it is difficult to see how 
much more they would be forced to save by 
having their petrol allowance reduced, or even 
stopped altogether. The money actually paid 
for petrol would be saved, it is true, but the 
IS. tax levied on every gallon would be lost, and 
the amount left for motor cyclists to put into 
the War Loan would be infinitesimal. 

It has always seemed to us that the control of 
the sale of petrol, so long as there is plenty for 
everybody, has been grossly unfair. No distinc- 
tion is made between the man who uses his 
machine for business and the man who rides for 
health and pleasure only. The doctor and 
veterinary surgeon are rightly given all they 
require, but the road surveyor, the commercial 
traveller, the clergyman, and the journalist get 
no consideration whatever. 

We all want to finish the war off quickly ; will 
it be prolonged if we use petrol? We venture 
to think not. 

An index to the advertisements in this issue will be found on the pafie facing the bacFc coven. 



JANUARY 25ih, 1917. 


A Device which alters the Gear Ratio in Proportion to the Power and Resistance. 

AN ingenious automatic pulley has been 
invented and patented by Mr. H. L. 
Brooke, of Bradford. It can be made 
in three forms, that which we describe is 
preferred by the inventor ; the other two 
are partly controlled by springs, but the 
principle is in the main identical. 

The V^ belt pulley consists of a fixed 
flange A and a loose flange B, keyed 

Correct design depends upon the shape 
of the outer faces of grooves G and of the 
curves H. Diiierential rotary motions of 
the governor pulley E, relative to the V 
belt pulley, will cause the loose flange B 
to move to or away from the fixed flange . 
A, according to the direction of the 
differential motions. It may be noted 
that, as drawn, one complete differential 
A. -B 

'- DustGuanJ 

Brooke's governor pulley, the details of which are described in the 
accompanying article. 

together by a feather key C, which per- 
mits the loose flange to slide. To the boss 
of the fixed flange is attached a part D, 
and on the boss of the loose flange is a 
suitable thread, engaging a thread on the 
boss of the governor pulley E, which has 
a cover F. I'art D has grooves G, and 
the inner faces of governor E and cover F 
have curves H, which are duplicates of 
each other and of the outer faces of 
grooves G. Pins J pass through the 
grooves G, and engage curves H, and are 
designed to have rolling contact with the 
said grooves and curves. 

revolution of the governor pulley E is 
possible. The force tending to move the 
belt pulley to the top gear position, as 
drawn, is the centrifugal force generated 
in pins J, which causes them to roll along 
gi-ooves G and take the pulley E with 
them. The force tending to move the 
belt pulley to the low gear position (loose 
flange shown by chain lines) is the im- 
pulses of the engine acting against the 
inertia of the governor pulley E. 

It must be noted that the normal 
position of the belt pulley is top gear 
position, as drawn. 

The balancing of the two opposing 
forces that control the governor pulley 
E, it is claimed, constitutes a true 
governing action, all increases of power 
not giving equivalent increase of speed, 
as when climbing, causing _ a correct 
reduction of gear ratio and vice versa. 

It is proposed to design the pulley so 
that normal position of top gear be 
obtained under normal conditions at an 
engine speed of about 700 r.p.m. It may 
be accepted that normal conditions mean 
running on the level. 


We have not tried the pulley, but 
flexibility is claimed under all con- 
ditions. The grip on the belt is en-" 
sured by the constant tendency to move 
towards top gear. Low gear at low 
speeds, for starting, or whenever needed, 
is automatically obtained, because the 
small centrifugal force in the pins at low 
speeds would not resist the light impulses) 
of the engine. 

The full power of the engine is obtain- 
able without reduction of gear if there 
is equivalent increase of speed. 

Screws L are shown to enable different 
sizes of pins to be inserted. Simply 
changing the size, and therefore the 
weight, of the pins would be equivalent 
to a complete change of average gear 
ratio between the engine and tractor 
wheels. The smaller the pins the higlier 
the engine speed relative to macliine 
speed. Thus, if a certain size of pin' 
made a machine suitable for solo work, a 
smaller size would make it suitable for 
sidecir work, by reducing the arera//e 
speed of the machine relative to power 
and speed of the engine, thus preventing 
overstrain of the engine. 

Finally, reduction of gear tends to permit 
increase of engine speed, which, in turn« 
would tend to return to top gear, there 
being a true governing action. Top gear 
irould be noriiiat. all other positions being 
the result of changes in the relationship 
of power and speed. 


Should the Front Cylinder have Preferential Treatment? 

IN our description of the new Harley- 
Davidson we mentioned that the 
valve timing was not the same in 
each cylinder. A variation in the 
timing is not by any means a new idea, 
and we remember that, years ago, Mr. 
Norton stated that better results could 
be obtained by some such modification. 
The same principle was used nearly two 
years ago in a petrol consumption trial 
in America, in which it is claimed that 
H. Cameron covered 91.2 miles on two 
quarts of petrol. His machine was a 
twin Indian, and he ran throughout on 
the pilot jet with gauzes in the in- 
duction pipe. This answered well at 
slow speeds, but when going fast the 
front cylinder ceased to fire. Cameron 
therefore fitted an extra pipe to give an 
Qasier path from the jet to the front 
cylinder, and this overcame the difficulty. 


The explanation given is as follows : 
" The gas and air are heavy. When the 
motor cycle lurches ahead they quite 
naturally surge towards the rear, just 

DireclToi) of XvAyi^ 

fra Gob 
'eed To front 
^ _,Cylll3:;Ier 

Auxiliary gas feed tube to the front cylinder 
of a 7 h.p. twin. This arrangement facilitates 
even tiring whilst running on the pilot jet. 

as so much water would surge to the 
rear if it were in the manifold in place 
of the mixture." 

Personally, we do not think the' 
explanation is sound, nor that thera 
would be any surging to the rear excep( 
when the machine was accelerating, 
At a constant speed the inertia of th« 
gases would prevent the effect described, 
for, while the gases were passing up th« 
pipe from the pilot jet, they would 
have a forward velocity equal to that 
of the machine, and this velocity would 
be maintained in the induction pip< 
unless they met with some outside 
resistance, which they could not do. 
As it is stated as a fact tliat the extra 
pipe improved the running, we should 
be inclined to attribute the result to a 
leak somewhere in the induction systeifl 
of the front cylinder. 

JANUARY 25th, igi7 


The '' Ben "— R.I.P. 

'ANY a motor cyclist felt a real pang when he 
read last week that the dear old Ben-my-Chree 
had been sunk by gunfire in the Mediterranean ; 
indeed, the Admiralty intimation was the first some of 
us had heard that she was doing her bit as a seaplane 
carrier. For the benefit of the uninitiated, I should 
explain that the "Ben" was the greyhound of the 
Manx steamers, and robbed the T.T. of half its terrors 
for many of us. She could do the seventy miles from 
Liverpool to Douglasin just over three hours, and, as 
one enthusiast put it on a day when all the smaller 
boats were rolling and pitching, " She has a good 
front fork, and her rear springing's extra ! " We still 
hope the submarine cayght her in shallow water, and 
that she can be salved. Oh dear! Shall we all ha\-e 
■ to cross in the t'emlla for the first post-war T.T. ? 
We felt less regret when another of the Manx boats, 
the Ramsey, was sunk by gunfire in the North Sea ; 
for it was a steep-sided narrow boat, with a nasty 
knack of rolling on the least provocation ; and, thanks 
to her, many of our readers have paid for dinners 
which did not benefit them. 

A Carfcoretter Detail. 

E ILLUSTRATE herewith the ingenious detail by 
which the petrol level is maintained on some car- 
buretters. It is really self-explanatory. The 
bent strip is made of copper, and has just enough 
spring to keep the two 
holes in the overlapping 
ends out of register, and 
so lock the clip on the 
float needle. If the two 
ends of the clip are 
pushed inwards with 
thumb and finger, the 
holes register and the 
clip slides up or down the 
needle easily. One of 
these clips came handily to my rescue the other day ; 
the carburetter which I was using had a split pin above 
-its float, and the pin had commenced to gape a bit with 
age and many removals, so that it would come clean 
off the needle whenever I ran the engine hard. With 
this clip I was able to get a firmer setting. 

Overhead Valve Engines and Tune. 

UNTIL the M.A.G. engine, with its enclosed over- 
head valve meclianism, came along, it was 
unquestionably true that overhead valve engines 
kept their tune badly. The cams and tappets of the 
side valve engines suffer from wear that is microscopic 
in character ; the one exposed point is the clearance 
between valve stem and tappet, and on the average 
engine that point is automatically lubricated — I had 
almost said over-lubricated. On the o.h.v. engine 
there are four exposed points at which wear may be 

Float needle clip referred to in 
accompanying article. 

expected, the bottom of the long tappet, the top of 
ditto, the rocker pivot, and the rocker tip. The first 
of these is automatically lubricated, as stated ; the 
other three are unlubricated on many engines. The 
tips of the rocker cannot be lubricated on many o.h.v. 
engines, and in some cases the pivot bearing cannot 
be kept oiled either. Wear at all these points piles 
up, until a fraction of wear at each point affects the 
valve timing quite considerably. On other engines 
the adjustments for this wear are flimsy, and it is not 
easy to set them with perfect accuracy ; so that one 
is perpetually fiddling with tappet adjustments. The 
best method of furnishing a little makeshift lubrica- 
tion at the points under criticism is to dab a spot of 
graphite grease between the wearing surfaces ; it will 
not last indefinitely, but it retards wear, and it makes 
for silence. 

The Franklin Piston. 

LIKE most makers of air-cooled engines, the 
Franklin Co. are eager to avail themselves of 
the aluminium piston : first, because it keeps 
cooler than a steel or iron piston, and engine tempera- 
ture is of such urgency with air-cooled engine ; and, 
secondly, for the sake of an indirect gain — ^that the 
cooler a piston keeps, the less it carbonises. For the 
same pair of reasons, two-stroke designers are keenly 
experimenting with aluminium pistons. The Franklin 
engineers found that, if they gave the new pistons a 
safe clearance, they " slapped " and rattled; and that, 
if they reduced the clearance to the silence point, the 
pistons broke or seized. More oil on the cylinder walls 
seemed to be the solution, but they did not want more 
oil at any other point. So they carved a deep groove 
to wind spirally round the piston between the upper 
rings and the scraper ring ; and this groove retained 
some surplus oil, and enabled the piston to work with 
a clearance which forbade any slap, and yet without 
seizing or smashing. I rather fancy that Mr. J. L. 
Norton was- about the first British designer to utilise 
oil-retaining hollows on his pistons with a similar end 
in view. One or two other makers scollop the entire 
waist of their piston, but I never found that a vague, 
general recessing of the piston waist served as well as 
more definite oil-ret;iining grooves. I remember how, 
when these things were less understood than they are 
to-day, I used to file down the waist of my piston, and 
talk leamedly about piston distortion. I held forth 
to this effect one day in the presence of a noted 
engineer, and he said bluntly: ''I don't believe in 
these distorted pistons and high spots ; your filing 
does its work by providing an oil trap! " It is only 
fair to add that the more maniacal devotees of 
aluminium pistons deny that they require a lot of oil : 
and they say such troubles as the Franklin people 
describe only occur in works where the machining is 
not accurate to fine limits. Personally, I have owned 
five or six aluminium pistons : none of them were loose 
enough to "slap," as the Americans quaintly put it; 
and all of them wanted lashings of oil. 



JANUARY 25th, 1917. 




THE general tendency 
in this country is 
to more comfort- 
able motor cycles and the 
adoption of spring frames 
in addition to spring 
saddles. Our cousins 
across ' ' the Herring 
Pond " appear, however, 
to be made of sterner 
stuff, if we may judge 
from the last American 
importation. Jiist how it 
came to be imported we 
are at a loss to understand 
with the present ban on 
all things motorish. Did 
it come through as a com- 

The Autoped and Its packing case. Is it a portent o( the future? 
Will the Auto trunk be a necessary part of the luggage when the 
seaside and promenade are thought of again? 

The engine is a four-stroke of 162 c.c. 

mercial vehicle de- 
signed for the use 
of errand boys, or 
is the clue to the 
mystery to be found 
in one of our illus- 
trations ? 

A careful ex- 
amination failed to 
reveal any spring 
frame, and spring 
saddles appear to 
be as rare as spring 
flowers. (By the 
way, can one spring 
what does not 
exist? A hair 
spring can exist 
without a hare, 

but the analogy must not be pressed too 
far. We must not be flippant.) The 
absence of a saddle may be no matter to 
some, but why stand when you can sit? 

On the other hand, in the standing posi- 
tion, we believe that eights 
and loop threes can be 
executed with ease and 
precision, while any skater 
knows that sitting down 
is fatal to the graceful 
performance of these 
simple figures. It seems 
a pity that no reverse is 
provided, for this makes 
it quite impossible to per- 
form a rocking turn, which 
necessitates a change of 
direction but not a change 
of edge. This would be 

end. The crank- 
shaft is a solid drop 
forging with the 
web, counter weight 
and crank p i n 
forged integrally. 
It is hardened, 
ground, and runs on 
a bronze bush at 
one end and on a 
ball bearing at the 
flywheel side. The 
engine is lubricated 
by spraying the oil 
from the sunip into 
the in- 
terior o f 
the engine , 
by means 
of the exhaust 



a most effective figure if 
done at high speed on a 
falling gradient, provided 
that nothing else was 

Engine Details. 

The engine is a single- 
cylinder four-stroke, 
2-^in. bore x 25-^in. 
stroke (162 c.c). The 
piston has two rings, the 
gudgeon pin is of nickel 
steel, heat treate-d and 
ground, running on two 
hardened bronze bushes' 
pressed into the piston.. 
The connecting rod is a 
drop forging and fitted 
with a hardened bronze 
bush at the crank • pin 


The tea cosy receptacle over the wheel 
is the petrol tank. 

The 2 h.p. " Eveready " Autoped mechanical scooter in racing trim. 

The carburetter is of some- 
what unconventional design, and is without 
float or any moving parts. The Autoped is 
provided with a clutch which is of the dry disc ty 
faced with Raybestos. One brake is fitted of i 
internal expanding type faced with Raybestos, and^ 
acting directly on the front rim. 

The engine is controlled by one twist handle on the 

right-hand side, of the 
handle-bar, which raises 
the exhaust and opens 
the throttle. The mag- 
neto, which is housed 
completely in the fly- 
wheel, is entirely con- 
cealed, the only visible 
part of the ignition system . 
being the cable leading 
from the inside of the fly- 
wheel to the sparkinf; 

JANUARY 251/1, igiy. 

Standing Room Only !— 

plug. The petrol tank is of pressed steel, all joints 
being welded, and is attached to the front mudguard, 
while the steering column also acts as an auxiliary 
tank. This column is capable of being pulled down 
into a horizontal position and clipped to the rear mud- 
guard, so that it may be stored out of the way, and 
also used as a handle when it is desired to carry the 
machine about. 

The machine, of course, will be regarded as a motor 
car or motor cycle within the meaning of the Motor 
Car Act, and must therefore be registered and carry 
number-plates, and the owner must take out the usual 
licences. It also cannot be used until it is iitted with 
two independent brakes; so far, it is only fitted with 


one. To mount the Autoped one has to run behind 
till the engine, fires and then step on to the platform. 
The Autoped has met with a certain amount of 
popularity hi America, but is practically unknown over 
here. It is said to be quite suitable for short distances 
on good roads. The ma.ximum speed obtainable is 
claimed to be twenty-five miles an hour, but an aver- 
age speed of fifteen miles an hour is recommended. 
When not in use it can be packed in a trunk, and may 
be takeii, at any rate in America, as passenger's lug- 
gage. The British agents are Messrs. George New- 
man and Co., 307, Euston Road, N.W., but supplies 
are not available owing to the ban of motor imports. 
The few specimens which reached this country were 
impounded by the authorities at Liverpool. 


More Complete Scavenging by Increasing the Size of the Exhaust Port and Manifold. 

SINCE it is the opinion of many experts that the 
two-stroke engine is tire engine of the future, 
perhaps a short resume of the principal advant- 
ages and disadvantages of this type of engine will 
not be out of place. 

The chief merits of two-stroke engines are : 

I. Excellent torque. 

2 Good thermal efficiency. 

3. Power for weight. 

4. Simplicity. 

5. Absence of valves. 

The principal disadvantages are : 

1. Want of flexibility. 

2. Difficulty of cooling. 
J. Poor scavenging, causing four-stroking and 


4. High petrol con- 

5. The difficulty of 
keeping crank case com- 
pression efficient. 

6. Rapid carbonisation 
of piston rings. 

The list of disadvantages 
may seem a trifle weighty 
to one who has had little 
or no experience of the 
remarkable practical effi- 
ciency of two-strokes. But 
on many types almost every 
one of these difficulties has 
been overcome by patient 
experimenting and inge- 
nious design. Every day progress is being made by firms 
who, ignoring the whims of the public, are working 
to make the two-stroke engine a genuine and per- 
manent success. 

Two=stroKe Defects. 

It is to such as tliese that I would point out the 
following defect — a defect known and recognised Ijy 
all irianufacturers and users of two-stroke engines from 
the days of the old two-stroke four-w-heelers to the 
present day, ^vhen the two-stroke holds a fair share 
of the market and might hold more. There being no 
proper scavenging stroke on these engines, the efficiency 


(1) Connaught two-stroke cylinder, showing combined inlet (at top) 
and exhaust ports (at bottom) 

(2) AUon two-stroke, showmg inlet and transfer ports. 

(3) The inlet and exhaust ports on the Radco two-stroke. 

of the exhaust depends almost entirely on the area 
of the exhaust outlet. The design of deflectors on 
piston heads means much when considering such a 
question, but the amount of outlet available for the 
exhaust gases means much more. On many machines- 
I have observed that the e.xhaust port area w-as seem- 
ingly designed to equal that of the inlet. On many 
twa-strokes a similar resemblance was apparent 
between the areas of the transfer and exhaust ports. 
This is prima facie absurd, since the new mi.xture is 
mechanically forced into the combustion head, and 
therefore a passage from tire crank case sufficiently 
large to allow the new mixture to flow into the 
cylinder without undue difficultv would not 
necessarily be sufficient to 
pass out hot and expanded 
e.xhaust gases under far 
greater pressure. Larger 
exhaust ports would in no 
way interfere with the 
timing, since the increased 
dimension would be made 
horizontally. Difficulties of 
construction might occur if 
very much increase were 
made with some types, but 
on many of the machines 
1 have examined in this 
respect quite twice the 
existing outlet area might 
be utilised with no other 
change than an increase in 
the size of the exhaust 
manifold. Expense might, of course, keep many 
firms to their present arrangeinent, but I think 
most of the motor cycling public have sufficient 
confidence in the British motor cycle manufacturers 
to believe that progress is their policy and per- 
fection their end, even though many considerations 
must of necessity control their policy and end. The 
one way for two-stroke makers to show that they mean 
to demonstrate the permanency of- two-stroke popu- 
larity is to make their power units equal to four-stroke 
units in all ways, and superior in those ways which 
the natural advantages of two-stroke engines bring 
forth. Progressive. 


JANUARY 25th, 1917. 

The Hygiene of 

Motor Cycling. 

A Few Valuable Hints by a Medical Motor Cyclist. 

UNDER suitable conditions few sports or pastimes 
are more conducive to health and vigour, both 
of mind and body, and at almost any age, than 
is motor cycling. There are, however, certain risks 
which riders would do well to bear in mind, especially 
those of us who have already passed our twenties. 
I am not referring to accidents, but rather to cases 
where a lack of knowledge or discretion may lead 
to what are ' usually, but not necessarily, minor dis- 
abilities and discomforts. Most of the hints I venture 
to put down here have been suggested to me either by 
personal experience as a motor cyclist or by the com- 
plaints of motor cycling patients and friends. 

I know a rider who recently ran shojrt of petrol 
about two miles from home. Very 
wisely he left the machine and sidecar 
in a garden near by and finished his 
journey on foot, returning at his 
leisure with petrol in the evening. An 
acquaintance to whom he related his 
experience asked him w'hy he did not 
push the cycle back and so save two 
unnecessary journeys and a good deal 
of time. The question was a foolish 
one, e\en though some men might 
have made the attempt, possibly in a 
few cases with impunity. The incident 
brings home the fact, however, that 
any but a lightweight solo mount is too 
heavy to be pushed for more than a 
few yards by hand. It is of the utmost 
importance to remember this. It is as 
easy to do irreparable injury to that 
very delicate piece of mechanism the 
heart when it begins to " knock " as 
it is to ruin an engine under similar 
circumstances. When anybody, at any 
rate anybody over thirty, feels his 
heart beating rapidly and forcibly 
after exertion let him take thought and rest. Just 
as there is a temperature above which an engine may 
not be heated without permanent damage, so there 
is a point beyond which the valves and mtiscles of 
the heart may not be strained without the same result. 
To renew- an engine is easy, to renew a heart is impos- 
sible, and even to repair it may be difficult. Precisely 
the same considerations apply in connection with the 
_ exertion of dealing with an engine which refuses to 
start up quickly. When your heart begins " knock- 
ing " take a rest, and employ the time in calm reflec- 
tion. Perchance it may occur to you that the petrol 
tap has not been turned on, or that the terminal at 
the plug has become disconnected. But, whatever 

The writer of the 
who is a medjcal 

happens in this respect, the risk of personal damage 
will have been avoided. One does not wish to drive 
this advice beyond the limits of commonsense, but the 
point I have raised really needs emphasising with many 
people. Bearing it in mind may just prevent an 
excursion into the region of tragedy. 

The Value of Goggles. 

How and when to use goggles is another thing well 
worth considering. A few there be apparently who 
neither desire, nor feel the lack of, these most com- 
forting appliances, but inost of us are less fortunate. 
Motor cycling xa&y be trying to the eyes in three ways. 
First, there is the effect of the wdnd (and of insects or 
small foreign bodies which may be 
borne along with it) on the delicate 
conjunctiva — the stronger the wdnd the 
greater the ill-effect. Secondly, there 
is the strain of keeping the attention 
fixed, partly on the road ahead and 
partly on the surrounding objects — the 
worse the road the greater the strain. 
Any astigmatism or other abnormality 
of the lens, of course, is an additional 
harmful factor. Finally, in sunny or 
fine w^eather there is the glare or inten-' 
sity of reflected light. How severe and 
painful this may be is best realised by 
those who have been in such regions 
as the higher altitudes of Switzerland, 
where the combination of bright sun- 
light and perpetual snow obtains. But 
in summer, glare is by no means to be 
ignored even in England. Any or all 
of these causes may have tw"0 results. 
On the one hand, they may lead to 
aching of the eyes and redness and 
inflammation of the thin metnbrane 
covering their surface. On the other, 
the headache, which is not infrequent after long and 
trying rides, may often be ascribed in part to eye 
strain of one kind or another. As far as anything can 
do so, a pair of light, well-fitting goggles, tinted if 
necessary, will tend to minimise or even do away with 
these discomforts. 

Engine Noises. 

There is no doubt that some people find the noise 
of the engine vei7 trying. In my experience, all 
machines powerful enough for sidecar work are noisy, 
though some are much worse than others, and even 
the same machine varies within fairly wide limits. 
One does not wish to be considered a faddist. I 

accompanying arhcle. 
officer on the Somme. 

JANUARY. 25th, 1917. 


The Hygiene 01 Motor Cycling. — 

must confess, however, I have found that a plug of 
cotton wool in each ear adds greatly to the enjoyment 
and diminishes the fatigue of a long ride, especially 
in very dry and windy weather. It is the sharp, high- 
pitched, crackling element of the explosion and the 
clatter of the valve gear which tend to get on 
one's nerves. 

Weather Conditions. 
Motor cycling is one of those sports the devotees 
of which are at times subject to severe exposure to 
bad weather. This may be of little moment to the 
more hardy, but it is not wise for the majority of us 
to treat the matter too lightly. Seeds sown in the 
course of a few hours' carelessness mav have a harvest 
in the form of many weeks of discomfort. I ha^-e in 
my mind at the moment a man who set out from Bir- 
mingham for a ride which, under the circumstances, 
took about seven hours. It was raining when he 
started, and it came down in torrents of almost 
tropical intensity for the whole distance. In spite of 
macintoshes he was naturally drenched to the skin. 
There were no serious results in the form of a definite 
illness, but for weeks after he suffered from severe 
neuralgia and rheumatic pains. I know of no way 
by which he could have avoided this except by 
refusing to undertake the ride. I suggest, however, 
that in such cases discretion may be the better part 
of valour, and that it may be wiser to refrain from 

tempting P.rovidence too much even at the cost of a 
certain amount of delay and inconvenience. 

This is an extreme instance, but it is by no means 
uncommon to find that people whose teeth are bad, 
or who are subject to facial neuralgia, bring on an 
attack of the latter by riding insufficiently protected 
against too strong or too cold a wind. It is worth 
while taking a little trouble, perhaps even of risking 
a little ridicule, to provide adequate protection to the 
face. A sirrtple, effective, easily procured, and by 
no means unsightly device, however, is a woollen 
helmet which fits closely over the head and neck, with 
just a space for eyes, nose, and mouth. With this 
there is no need for a hat and no fear of the head 
gear being blown away. It looks as comfortable as it 
feels, and costs only about a couple of shillings or 

One mav admit, in conclusion, that motor cycling 
has certain risks and drawbacks. So has every other 
recreation. Yet not only are they of compara- 
tively minor importance, but practically all of them 
may be overcome by the use of a little forethought 
and commonsense. No motorist who has once tasted 
of the joys of the open road would ever willingly give 
them up, even were the drawbacks much more serious 
than they are. But it is surely wise to minimise even 
slight disadvantages where this is both possible and 
easy. That these few simple hints may help someone 
to do this is my excuse for having set them down. 


A Reader's Experiences with tiie Edmund Spring- frame Lightweight. 

N view of the enormous interest the springing of 
motor cycles has created, and the importance the 
question has undoubtedly assumed, it may be of 
benefit to potential purchasers of motor cycles to hear 
of the experience of one who appreciates comfort when 
riding. Having studied the various and numerous 
types of spring frames that have from time to time 
been illustrated in The Motor Cycle, I finally selected 
as my solo mount the Edmund. Since I purchased it, 
the machine has been used daily in all weathers, run- 
ning to and from my business in addition to long 
country rides over atrocious roads. A 2^-2 h-P-. 
J. A. P. engine is fitted, 

together with Enfield ^i / 

two-speed gear and Druid 
Mark II. forks. 

At first I was doubtful 
if this machine would 
safely carry my weight 
{i.e., 14 stone), as it 
seemed so springy, but 
the very first ride dis- 
sipated all doubts. In a 
few minutes I adjusted 
the springs to suit my 
weight, and tackled 
some pot-holey roads. 

The result was a revelation to me : the spring frame 
never " bottomed," and there was no rebound. The 
sensation is simply one of floating. I might remark 
that the footboards are sprung in conjunction with the 
saddle, a refinement most acceptable. 

As the frame construction does not allow of any 
lateral saddle pla)', the tyres cling like limpets to a 
greasy road, which engenders considerable extra confi- 
dence in a timid rider ; in fact, any rider. 

The back mudguard would be better fitted with a 
valance, on the lines of the Enfield, and the back 

brake should, in my 

The author and 
his spring-frame 
Edmund, of which 
he speaks most 


opuuon, be controlled 
through a Bowden cable 
to the footboard. ^ly 
motoring experiences 
have extended uninter- 
ruptedly over about fif- 
teen years," and as a pri- 
vate owner I have had 
several cars and more 
than a score of motor 
cycles of various types, 
including about ten side- 
cars, but have never 
previously written my 
experiences of any 
machine. In the present 
case . I could not resist, 
as I desire others to 
realise the great differ- 
ence between sprung and 
unsprung motor cycle frames. I am fortunate in 
having two new machines each season, a solo mount 
and a combination; the 2% h.p. Edmund and the 
6 h.p. Enfield are my present mounts, and both are 
entirely satisfactory. Percy Roberts. 


]AKUARY 25th, 1Q17. 




IN sending us from France the photo- 
graph reproduced on this page of 
D.K.'s of the A.S.C., M.T., one of 
the trio says : 

"The print portrays three motor 
cyclists in our scena, ' Don't motor for 
pleasure — We don't!' Our earnest hope 
is that your influence will prevent motor 
cycles behig sent out with ^in. wheel- 
mudguard clearance, footrests in front 
of the crank case, and similar absurdi- 

& & & 


IN an interesting communication Second 
Air Mechanic H. W. Mason, who is 
attached to the 18th K.B.S. of the 
. Royal Flying Corps, reiterates the old 
complaint of inefficient mudguarding. He 
says : " I thought motor cycling was bad 
enough last year, but on present surfaces 
it is fiendish. I was out one night recently, 
and had to empty the mudguards three 
times in about two hundred yards, taking 
the front wheel out each time to get the 
mud out properly. Another time I had 
to leave the front mudguard on the road, 
as it was hopeless trying to move with 
it on. I was just about fed up, so I 
ijported it to the transport officer, who 
agreed that I could improvise a canvas 
shield for the front,' and utilise part of a 
petrol can for the rear guard, as will 
be seen by the photograph. I have 
found with my experience that the secret 
of strenuous riding is bracing yourself 
up with a belt as tightly as possible. 
Before using one I experienced great 
discomfort in long distance riding on bad 
road>j but now I feel no ill effects, what 
e\ei the state of the load " 

" Don't motor for pleasure — we don't I" say the above trio in France. 


WHEN the "Tanks" first appeared 
on the screen last week they were 
greeted with the greatest enthusi- 
asm. Long ago they seized the popular 
imagination. Photographs of them have 
appeared, but the general public have 
but little idea of the surroundings and 
methods of this type of attack. The 
Tinws said : " The only criticism to be 
heard of the pictures was that there was 
not more of the Tanks. One saw them 
preparing for the fray, lumbering into 
action with a majestic roll, and emerging 
from the ordeal of battle followed by 
crowds of cheering soldiers. The man 
who at the Scala expressed hi"; disappoint- 

ment that he had not seen a Tank climb 
a tree only voiced in exaggerated form 
the wish of many to see still more of 
these uncanny monsters." 

(gl [S3 tip 

N'.akeshi't mudshields improvised by 2nd A.M. H. W. Mason, R.F.C The rear guard i 
made from part of a petrol tin. (See paragraph.) 


AMONG the officers mentioned by Field 
Marshal Sir Douglas Haig in his 
latest despatch appears the name of 
Lt.-Col. J. J. Shannessy, the managing 
director of the Midland Rubber Co., of 
Birmingham, who is at the present time 
home on sick leave. 

csu c§3 cSi 


AT different times we have referred to 
the exploits of the armoured motor | 
cars in German East Africa. These 
curs are attached to light armoured 
motor batteries, the perf^onnel of which 
was recruited by the Editor of this 
journal. A picture of a complete battery 
occupied the double centre page of our 
issue of February 24th last. Attached to 
the cars are over a score of motor cyclist ' 
mounted infantry, who act as scouts. A 
number of well-known motor cyclists are 
acting in conjunction with these batteries 
in Ci.E.A,, among them being Sergt. ; 
Southcomb May, Dvr. W. Miles-Thomas., ' 
and Sergt. H, S. Bilbe. (The last named, 
we are glad to hear, is rapidly recovering 
from a severe attack of dysentery.) This 
is what Reuter says of the latest action 
of one of these batteries : 

" Light armoured motors came to close 
quarters with the enemy on January 3rd. 
Their armour was plastered with bullets, 
the machines coming under a heavy 
Maxim fire. They did great execution, 
but were eventually forced to retire 
owing to a wrecked radiator and boiling 
tanks. They had, however, silenced the 
enemy's fire, and sustained no casualties 
among their crews." 

JAKUARY 2STH, 1917. 


Advertisements. 13 

Thousands of 


are in use on all Fronts. 



In answering this adverlisement it is desirable io inenliun "The Molur Cycle." 

14 Advertisements. 


January 23TH, 1917. 

They are British-made 

IT is against the National interest to purchase 
imported Tyres in War time. All the money 
is needed in the Country. 

Wood-Milne Tyres are not to be beaten for Price or Quality. 
The Winter is coming on, and you want a really reliable Non- 
skid. We have it. 

Wood-Milnes give better service, and cost less per mile, and are 
made in sizes suitable for every type of machine. 

Let us send you our illustrated Booklet. It tells you all about them. 



Wire: "Comfort, Preston." Telephone : Preston 413. 

LONDON --...- Manchester Avenue, E.G. 

Wire : " Byturning, London." Telephone : City 4797. 
Bristol, Birmingham, Belfast, Leeds, Manchester, Glasgow, etc. 





JANUARY 25lh, 1917. 



Bearing Pressures and Length 
of Stroke.* 

The Original Writer's Rejoinder to Mr. J. L. Norton. 

IN answering Mr. Norton's article in 
The Motor Cych of January 11th 
I will use actual figures of the 
actual engines under discussion, for such 
an ai'ticle cannot be. answered in mere 
words. Firstly, I will confine myself to 
pointing out some of the more obvious 
errors. Mr. Norton says : 

1. " Piston weight increases more 
rapidly than in direct proportion to an 
increase in size." This is surely wrong, 
because the area of a circle increases as 
the S'lvare. of the radius, and its diameter 
increases directly as the radius. In two 
pistons, one of, say, 2in. diameter, the 
other of 4in. diameter, the latter would 
be four times the area, ' but would 
roughly have only twice the amount of 
metal in it. In the case of an 88 and 
an 82 mm. piston the diffei-ence is very 
small. Mr. Norton's" first statement, 
then, is quite wrong. 

2. " There being nothing to prevent 
both engines being balanced to the same 
degree of accuracy." In this I beg to 
differ. Jlr. Norton has forgotten that 
the inertia stresses are greater in a long- 
stroke engine, owing to the length of its 
stroke, and are greater during the first 
half of the stroke. 

Explosion Pressures. 

3. I still adhere to my original state- 
ment of bearing sizes. The actual fact 
that, in spite of taking a piece out of 
the flywheel rim, the bearing of the 
Norton engine is still much iinallcr than 
the other, remains to prove my state- 
ment. I have shown, in my letter of 
December 7th, that the pressure on the 
big end bearing (neglecting inertia pres- 
sures) is 268 lb. per square inch, and 
that means practically 30% greater on 
the long-stroke than on the other engine. 

4. Gudgeon pin bearing pressure on 
the explosion stroke (counting explosion 
pressures only) is 140 lb. "per square inch, 
i.e., 5.5% greater on the short stroke. 
Compare this with 30% greater on the 
long-stroke crank pin, and Mr. Norton's 
Btatement with legard to rebushing the 
gudgeon pin of the short stroke, owing 
to greater pressure, etc. I have yet to 
add inertia pressures, M'hich practically 
equalise matters. 

5. In quoting Mr. Norton with regard 
to putting a recess in the flywheel rim 
being a "slight advantage to balancing," 
I presume Mr. Norton means he can 
have a slightly lighter balance weight, 
otherwise the recess is a detriment to 

6. If in his instructive little drawings, 
Nos. 2 and 3, Mr. Norton had shown the 
piston in its proper place, viz., on the 
flywheel centre line, and noted the angu- 

* We think it well to point out that "A.A.S." is not 
comparing engines of identical capacity. — Ed. 

larity of the rod in both cases, I think 
the draw-ings w-ould have been even more 
useful than at present. I will, however, 
give the actual load on these bearings 


7. To give Mr. Norton his due, his 
lubrication ideas are really much in 
advance of anything I have previously 
seen. To suggest, in the engines under 
consideration, that, because the big end 
of the shorter stroke engine revolves in a 
radius -jJ^in. less than the long stroke, the 
latter is in the best possible position for 
lubrication, can only be characterised as 
prejudice. I venture, to think few people 
will be misled by it. 

8. Mr. Norton states that there is a 
return "for piston pressure due' to the 
increased angularity of the long-stroke 
connecting rod." \Vhy, if this eft'ort is 
returned, does any engineer who knows 
his business specify as long a connecting 
rod as he can obtain for his engine? It 
is perfectly clear, as the rod becomes 
shorter and shorter, the less power is 
exerted on the crank pin and the more is 
wasted in pressure on the cylinder walls. 
The actual pressures are touched upon 

9. Mr. Norton is very brief on the 
subject of centrifugal pressures. He 
wants to claim two conflicting advantages 
for the long stroke. He wants it run at 
a lower speed of revolution, and yet to 
keep its advantage of pulling at very low 
speeds. This cannot be done, as it 
means, in the first case, a higher gear ; 
or, in the second, the same gear as the 
shorter stroke engine. The revolutions at 
which I proposed running our engines 
were 1,500 r.p.m., corresponding to a 
road speed of around 21 m.p.h. This is 
an average speed, and, it is safe to say, 
as often exceeded as not. Therefore, as 
in running the two machines I considered 
I used practically the same gear ratios, 
I am still going to adhere to this speed. 
The standard 4 h.p. Norton is not sup- 
plied, when sold, with a higher gear than 
is the other and smaller engine, therefore 
I am justified in myjating. 

Multi-cylinder Engines not under 

The concluding quotation from ^Ir. 
Lanchester is really a weakness. It makes 
one think that ilr. Norton is trying to 
apply the idea of a multi-cylinder engine, 
such as" Mr. Lanchester referred to (and 
on which subject I may say there are 
different opinions), to the case of a single- 
cylinder engine, which, as Mr. Norton is 
apparently unaware, stands in a class by 

My calculations are appended, and all 
I have to say, now that Mr. Norton has 

forced the matter is : How does the long 

stroke engine compare with the medium 

stroke ? 

Lon;? Medium 

Stroke. Stroke. 

Revolutions per minute . . 1,500 1,500 

Weight of reciprocating 

parts in lb 1.5 1.625 

Stroke in feet .393 .314 

Area of piston head .... 8.18, 9.42 

Explosion pressure (250 lb. 

sq. in.) 2,046 lb. 2,356 lb. 

Force necessary to reverse 
piston at end of each 
stroke (neglecting 
angularity of connect- 
ing rod) 225 lb. 196 lb. 

Increase of force due to 
angularity of connect- 
ing rod (top half of 
stroke) 65 lb. 45 lb. 

Total force acting on 

bearings 2,336 lb, 2,597 lb. 

Pressure per sq. in. on 

sm.^11 end 2,312 lb. 2,425 lb. 

Pressure per sq. in. on 

big end 1,946 lb. 1,426 lb. 

As concerns, then, the above, the bear- 
ing pressure on the gudgeon pin bearing, 
which, we must remember, merely oscil- 
lates, is nearly 5% greater on the short- 
stroke engine, taking Mr. Norton's 
conditions. It has, however, to with- 
stand this pressure through a distance of, 
roughly, 25% less than the long-stroke 
engine, so, we may assume, will have a 
fair margin of life over that of the long- 

In the case of the big end the pressure 
is .3.5% less on the medium-stroke engine. 
There is only one conclusion to be drawn 
from this. 

Balancing a Single-cylinder. 

As regards balance, the secondary un- 
balanced forces on the long-stroke engine 
are nearly 50% greater, as shown during 
the first part of a stroke of the piston. 
Taking the long-stroke engine force of 
225 lb., the force will vary plus and 
minus 65 lb. at each half of the stroke. 
This force can only be balanced by 
another connecting rod, which would 
have to work in direct opposition, as in 
the flat twin engine. Mr. Norton will 
doubtless, then, realise what the balanc- 
ing of a single-cylinder engine involves, 
and why I stated that the long-stroke 
engine can never equal the medium- 
stroke in balance. As far as comparing 
the pressure of the piston during the 
explosion stroke on the cylinder walls, 
the figures I give may be interesting, as 
they are correct. On the long-stroke 
engine, the actual pressure will be a 
matter of 637 lb. total pressure. 

On the shorter-stroke engine this figure 
is 577 lb. In addition to this the area 
of the loiig-.'strohe piston is considerably 
fe.s than the other. Also, as far as the 
consumption of power goes, this is occur- 
ring for a 25% greater distance than on 
the medium-stroke engine. A.A.S. 


JANUARY 25th, igi7. 

'■'li"il.;iiii 1,1, luiliiuiliil " 


Greenwich Time. 

Jan- 25 5.4 p.m. 

„ 27 5.8 

„ 29 5.11 ,, 

„ 31 5.14 ,, 

"Motor Cycle" Index Ready. 

Any reader de.sirqus of the index to 
The Motor Cycle from July to December, 
1915, may have a copy posted to him 
for threepence. 

A Motor Cycle in a Raffle. 

The Russian-American Relief Associa- 
tion recently organised a large bazaar in 
New York, and a good sum was raised 
by the raffling of a fully equipped Harley- 
Davidson motor cycle, presented to the 
Association by the H.D. Co. 

British-made Indians? 

In select company recently, Mr. VV. 
H. Wells, London manager of- the 
Bendee Manufacturing Co., made more 
than a hint that after the war a factory 
would be erected in this country for the 
manufacture of Indian motor cycles. 

Ctood-bye, Bosch ! 

Over 165,000 magnetos have been made 
in Britain for war purposes, and to-day 
the war is being conducted on British- 
made magnetos. After the war there 
will be no further need to buy enemy or 
other foreign magnetos. 

Recruits for the Tanks. 

" The famous Tanks are very largely 
manned by motor cyclists, the' section 
being chiefly recruited by the leading 
motor cycle journal in England," says our 
contemporary Canadian Motor Cycle. It 
is customary to surround the motor cyclist 
in the firing line with a certain amount of 
dashing glory, but now he is almost 
eclipsed by the gallant crews of the slow- 
moving, trench-crushing Tanks. Certainly 
the motor cyclists in the Tanks see more 
genuine fighting than the motor cyclists 

Alphabetical Disorder. 

In an article entitled " Flat Twins 
Popular across the Water," reproduced 
with illusti-ations lock, stock, and barrel 
from The. Motor Cycle, an American con- 
temporary, after stating that "we will 
now deal briefly with some of the more 
popular flat twins in alphabetical order," 
heads the aliihabctical list with Indian, 
the A. B.C., Bradbury, Brough, etc., 
following after. This is evidently on the 
grounds that A(merica) heads the list, 
B(ritain) coming next ; but there is obvi- 
ously no hiding a candle under a bushel 
in America. 

The Outlook. 

Last week's news, summed up in a nut- 
shell, was a possible reduction in the 
petrol allowance, and an increase in the 
cost of tyres. 

Miniature Motor Cycles. 

The power-driven skicycle, similar to 
the American Autoped. cannot claim to 
be original in design. The first machine 
of the tvpe was the Max, exhibited at 
the Stanley Show in 1905. Many will 
recall this miniature, but few know that 
Messrs. Douglas Bros., Bristol, made it 
to the order of the patentees. It had a 
J. A. P. engine. Later the "Motor Frip " 
made its appearance. Mrs. Kent was 
responsible for the Motor Frip, which she 
intended ior ladies' shopping expeditions. 
This machine had three wheels, and was 
propelled by a 1^ h.p. JIoto-Reve engine. 






British Magnetos. 

Magneto making, which till 1914 was 
almost non-existent in this country, has 
now been scheduled as a "key " industry. 

Involuntary Use oi Benzole. 

A correspondent informs us that, 
petrol being asked for by a car owner 
at a large garage in a fashionable South 
Coast watering-place, benzole was poured 
- into the tank from sealed petrol tins 1 
Such an experience is not so much 
to be dreaded as the substitution of 
paraffin mixtures for petrol, nor is it so 
likely to occur. 

G. W. Wiikins, of Sheffield, in the saddle ot a 4 h.p. Norton, and his hiend in the 
sidecar, A. Blake, will be recalled by Midlanders as well-known competition men. Wiikins 
rode a two-stroke Levis in the last Six Days' Trials, and won a bronze medal in the 
lighiweight class. 

JANUARY 25th, igiy. 


Starting on Acetylene. 

We have receiTed a letter from an 
experienced chemist, too late for inclusion 
in this issue, warning motor cyclists 
against the use of acetylene in their 
engines. This, he says, is very dangerous, 
and those who escape accident while 
using it do so simply by good luck. 

Shell Oil Production. 

The Shell Transport and Trading Co. 
announces that the oO products owned 
and controlled by the associated com- 
panies amounted during the past year to 
5,155.000 tons, against 4,367,384 tons in 
1915 and 4.786,000 tons in 1914. The 
output would have been larger had it not 
been for the conditions prevailing in 
Me.xico and the impossibility of obtaining 
steamers for shipments of oil from that 

A Double-barrelled Event. 

An extremely strenuous endurance test 
between San Francisco and Los Angeles 
started on December 14th appears 
to have been a double-barrelled event, 
some of the competitors starting from 
Los Angeles and the remainder from 
San Francisco. A distance of 870 miles 
was covered, and the following machines 
finished with perfect scores : Five 
iHarley-Davidsons, three Indians, three 
Excelsiors, and two Hendersons. Many 
competitors succumbed to the great 
difficulties of the trial. 

Lamp Makers Please Note \ 

On finding that the new Lighting Order 
'distinctly specifies that the lamps of a 
sidecar outfit must show the extreme 
w^idth of the vehicle, a reader, while 
gloomily contemplating the design of a 
front fork bracket by which the lamp 
could be mounted clear of the bars, ■ 
decided to write the Home Office. Great 
was his relief on hearing from the 
Secretary of State to the effect that "the 
Order was deemed to be complied with 
if the lamp were attached to the front 
pillar in the oi-dinary way." 

Mounted Police. 

The Sydney motor cycle police are 
mounted ciiiefly on British-made machines, 
including Douglas, A.J.S., B.S.A., James, 
Speedwell, and Rover. " Some exciting 
dust-ups are being eagerly awaited," re- 
marks the motor cycling journal of New 

M.C.C. Meeting. 

The ordinary general meeting of the 
members of the Motor Cycling Club, 
Ltd., will be held at the Monico, Picca- 
dilly Circus, London, W., on Wednesday 
next, the 31st inst., at 5.30 p.m., to 
receive the annual report and statement 
of accounts, and to transact the general 
business of the company. 

War Loan Subscriptions. 

The B.S.A. and Daimler Co. have sub- 
scribed £500,000 to the War Loan, 
£430,000 of which is new money. The 
Dunlop Rubber Co. have applied for a 
quarter of a million, and the stock now 
applied for by the Automobile Association 
brings their total investments up to 

Aeroplane Body Sor Runabouts. 

The average motor cyclist is keenly 
interested in aviation, and sporting men 
who use sidecars and runabouts favour 
a streamline body in preference to any 
other. In our sister journal The Light 
Car, published yesterday (Wednesday), 
there is a striking illustration of a 
typical aeroplane fuselage mounted on a 
light car chassis. Suggestions accom- 
pany the illustration as to what would 
happen if the "joy stick " were pulled. 

Motor Cycle ThieJ Busy. 

We are advised by Gnr. C. E. Fowke, 
of the Heavy Section, Machine Gun 
Corps, stationed at a camp near Ware- 
ham, Dorset, that he has had his 1914 
pattern 3g h.p. Triumph stolen. This 
model has a three-speed hub gear, and 
Gnr. Fowke's machine had T.T. handle- 
bars, whilst the bottom fin of the radia 
tor between the valves was broken off. 

The National War Funds. 

At the week-end the principal war 
funds stood as follow : 

The Piiure of AYnles's Fund (dis- 

tlilmted £3,529,7191 .. .. £6.025,027 

Brifish Red Cross Fund .. .. 6,002,820 

Tobacco I'uiid 124,096 

Avoiding Tail Lamp Troubles. 

A correspondent writes us that after 
months of trouble with a choked tail light 
burner he has discovered a trick which 
complfetel.y overcomes the difficulty. On 
putting the machine in at night he turns 
off the water and quickly pinches the 
tube under the head light. This causes 
the whole pressure of gas from the genera- 
tor to blow through the tail lamp, which, 
after about fifteen seconds, is extinguished. 
The excessive pressure of gas thoroughly 
scavenges the small burner, though, of 
course, the hint only applies in cases 
when both lamps are fed from the same 

American Adoption of Term "Flat Twin." 

JMr. John M. Taylor, of the Hendee 
Co., dislikes the term "flat twin" so 
much that he has gone to the trouble of 
denying its American origin in a letter 
issued to all the technical journals. " We 
have undoubtedly played a great many 
tricks with the English language," writes 
Mr. Taylor, " but we have not per- 
petrated 'flat twin.'" 

No need for this denial, since The 
Motor Cycle takes full responsibility! 
But Mr. Taylor stoutly shoulders the 
even greater responsibility of speaking 
for the American nation by stating that 
the term would never find favour in the 
States ! We note that the two leading 
American motor cycling journals and also 
the Canadian journal have already 
cottoned on to the term, which promises 
to become universal ! 

An Irish Opinion. 

The IfUh Cyclist and Motor Cyclist, 
referring to this term, says : " It is ex- 
pressive, and, though America may not 
like it, it will stick." 


Because four firms 
supply practically the 
whole of the Govern- 
ment requirements m 
respect of motor cycles 
it must not be supposed 
that other motor cycle 
firms are not producing 
engines for war work. 
Our picture shows a 
batch of 120 A.B.C. flat 
twin engines neanng 
completion, all con- 
structed to Government 
orders and intended for 
various power unit pur- 
poses The engines 
range in ■ capacity from 
225 c.c. to quite large 



JANUARY 25ih, 1917. 

Necessary and Unnecessary Kit. ^n^ilu 


MANY riders, on parting with an old macliine, 
bundle into the kit bags a surprising assort- 
ment of cast-off kit, and the next man, telling 
liimseif that these belong to the machine, and should 
therefore remain where they are, conscientiouslv carries 
them about with him, much to the detriment of the 
kit roll and the saddle bags. On purchasing a second- 
hand machine, one's first act, after sounding the bear- 
ings, transmission, etc., should be to subject the kit 
roll to a searching examination. It is usually a simple 
matter to sort the tares from the grain, and the sundry 
tools with rounded corners and battered edges should 
be placed at the bottom of a deep hole in the back 
garden and carefully covered over. 

A question one might seriously ask the novice, 
mounted on a second-hand machine, is — Are you 
carrying unnecessary kit ? If so, drop it. Do not 
imagine it will ever be of 
use to you. It won't. 

Necessary Kit. 

With a new machine 
or two set spanners 
supplied, which should 
always be carried. In addi- 
tion to the valve cap 
spanner, there are probably 
three smaller spanners be- 
longing to the machine, and, 
as regards other tools, one's 
requirements are really quite 
modest. As Jerome put it, 
the question to be decided 
without ? "• 

A neat way of arranging the tool kit, A little method and care 
m this direction will save many shillings, and also much loss of 


is, " What can 
-not " What can we do with ? " 
The list of kit adequate for ordinary touring may 
be set down as follows : 

Special keys belonging to machine. 

Large shifting spanner. 

Small ditto. 

B,S.A, key. 

Tyre levers. ._„ 

Screwdriver, % 

Easy working pair of pliers. 

Magneto spanner. 

Belt paanch or chain rivet extractor. 


As regards spares, there is no vvisdom in stinting 
oneself. Carry always a spare tyre valve complete, 
and also a large-sized patch, so that, should the valve 
tear out of the tube, a complete repair can be made. 
If space permit, carry a tin of rubber solution rather 
than a tube. The following articles may be set down 
as the necessary contents of the spares bag, which 


occupies the opposite side of the carrier from the 
kit bag: 

Tyre valve complete. 

Patches, valve rubber, French chalk. 

Rubber solution and emery cloth. 

Tyre gaiter. 

Engine valve complete. 

Sparking plug (carefully padded). 

Spare chain links or belt fastener. 

Small assortment of nuts, bolts, and screws. 

Roll of insulation tape. 

Length of copper wire. 

The Spare Tube— What to do with it. 

A spare tube is, of course, advisable for serious 
touring, and may save trouble and discomfort at any 
time. To carry it without damage requires care. 

Draw all the air out of 
the tube, then refix the valve 
and roll the tube neatly, 
wrapping it first in a 
damp, clean cloth, liberally 
sprinkled with French chalk, 
and secondly in a strip of 
American cloth, making the 
parcel as neat and firrri as 
possible. The packet can 
then be fixed under the lamp 
bracket or in some other 
convenient position where it 
will be secure from oil. Do 
not carry the spare tube in 
or even in a special tube 
I can 

one of the carrier bags 

carrier, ynless it is very carefully packed. 

suggest no better way of carrying the tube than that 

of making a special bundle of it, securely tied where 

it rides without excessive jolting. Naturally, the 

handle-bar is the best place. 

^ A Home-made Tool Roll. 

Spares and tools are really worth taking care of, and 
since their preservation is a matter of thought,, rather 
than of trouble, the foregoing hints may be of some 
little value. The secret lies in carrying as little as 
wisdom permits, and in seeing that the few tools 
and spares one does carry are firmly packed in the 
panniers, and are not left to jolt holes in themselves 
and everything else with which they come in contact. 

I have met the man who carries only a huge shifting 
spanner loosely in the pannier, andT suppose we are all 
familiar with the sportsman who opens his tool roll 
and stares in blank bewilderment at the array, having 
no notion what half the tools are for. Carry only 
necessities, and pack them well. 

JANUARY 25th, igiy. 

Necessary and Unnecessary Kit.— 

As a rule it undoubtedly pays to buy the ready-made 
article rather than waste time and material by attempt- 
ing to carry one's own brilliant notions into practice, 
b.-jt such an article as a leather kit roll can be very 
advantageously made at home. I still have in daily 
use a kit roll which I made tive years ago, its long life 
being due to the secure manner in which it holds the 
tools, and to the good, tough material of which it is 
made, and I prefer the home-made tool roll to the 
bought article for the following reasons: (i.) By 
judicious arrangement the heavy tools one always 
carries can be made to lie flat in the roll, so that it 
straps up compactly and snugly (in a bought rpU one 
has to place the big tools where they will go, rather 
than where they fit in best with one another). (2.) 
One can select a really tough leather and employ really 
strong stitching. (3.) The home-made article costs 
about one quarter of the bought article, and if 
properly packed in the pannier it lasts indeiinitelv. 

How to Make the Roll. 

Purchase a piece of tough, fairly stiff leather of the 
desired length and width, not stinting oneself as 
regards length, for even should it prove necessary to 
cut it down, a few bits of leather are always useful. 

In addition to this stiff piece purchase a lighter piece 
(preferably thin pigskin) of the same length as the 
roll, and about 3in. in width. Now start off by turn- 
ing inwards the end of the roll, so as to form a fairly 
deep pocket for the two or three small spanners belong- 
ing to the machine, as shown in sketch. Place the 
spanners in the pocket, then lay the remaining tools 
flat on the roll — the small ones at the pocket end, and 
the large ones at the opposite end — and roll up the 
strip, tliis being to find out the positions the tools 
should finally occupy for compactness and snug fitting. 


A surprising amount of kit can be rolled into \ery 
small space if properly arranged. 

Having now found the best positions for the tools, 
the next thing is to arrange the pockets. The 3in. 
strip of thin leather is cut in half, and, with the tools 
still in place on the roll, the thin strip is loosely 
tacked in position over the tools — brass paper pins 
coming in very handy at this point. 

The positions of the pockets now being fixed, the 
stitching can be left to the local cobbler, but it is 
more satisfactory to finish the job oneself, so obtain 
from the cobbler a few yards of wax end, taking care 
to stitch the corners and edges very strongly. This 
done, the kit is rolled and the strap fixed. Cheap 
straps are of no use for kit rolls. Buy a good pigskin 
strap, and it will comfortably last out the roll. 

It is a good plan, while in the mood, to* make a 
juvenile roll on the same lines for carrying spares and 
tyre repair outfit, this being kept in tlu second pannier, 
where only light stuff is stored. H.M.B. 


rHE Motor Cycle has made it plain in recent 
articles that the question of the recognition of 
Motor Volunteers was only a matter of time. 
We are now in a position to state that the Government 
has decided to recognise existing motor organisations 
and organisations by counties, whether light or heavy 
squadrons. If and when the Field-Marshal command- 
ing the Home Forces considers it necessary for train- 
ing, petrol will be allowed. The primai7 duty of the 
JNIotor Volunteers is to provide the Volunteer Infantry 
with transport. A light squadron consists of fifty-six 
cars and twenty motor cycles. A heavy squadron 
twenty-four lorries, eight cars, and twelve motor cycles. 




A MUDGUARD specially adaptable to Morgan 
Runabouts, and which has been registered by 
Mr. Arthur A. Jaffa, 127, Vauxhall Road, 
Liverpool, is shown in the accom- 
panying illustrations. It will be 
.seen that the guard is fitted directly 
above the chains, so performing a 
dual purpose by preventing any 
mud from the upper portion of the 
machine falling on to the chain 
drive to the detriment of the wear- 
ing qualities of the latter, and at 
the same time preventing the chains 
from slinging liquid mud over the transmission 
machine. The excellent qualities of ^^'^ ■ f^^'^f 

^1 M I ,, specially tor 

the Morgan runabout are well Morgan Run- 
known, but in wet weather, when abouts. One of 
there is- a considerable amount of 
surface water and hquid mud, the ^J^"™ ''"'^'^p ^° 
tail portion of the machine often '^' ^'^""^ ^''^ 
becomes bespattered with dirt. 
Owners who may have experienced 
this trouble will be glad to know 

that Mr. Jaffa intends placing the guard on the market. 
Its design, as well as the special attachments, are 
shown in the upper illustration. The downward exten- 
sion envelops the tyre and acts as 
an extra screen for the gear box and 
the change-speed operating mechanism. 

Morgan ilius 





THE Petrol Committee announced on 
Monday afternoon last that, in view 
ot tl.e urgent necessity which has 
now arisen for further limitation of the 
consumption of motor spirit, it will not be 
prepared to issue licences on any applica- 
tions received alter yesterday (Wednes- 
day), the 24th inst., unless such applica- 
tions are for the renewal of licences which 
have expired in the ordinary course. 
Tlie committee cannot undertake, how- 
evei-, that it will be able to issue 
renewals en all applications received 
from holders of motor spirit licences, 
and in any case it may be necessary to 
reduce the quantity of motor spirit at 
present allowed. Every effort will be 
made to avoid disturbance of the 
existing arrangements under which the 
committee receives applications. 


WE learn that the deputation of manu- 
facturers appointed by the Motor 
Cycle Manufacturers' Union has 
not yet seen Mr. Neville Chamberlain, 
the Director General of National Service, 
nor had- an appointment been made at the 
beginning of the week. 

Importance oJ Overseas Trade. 

At least one importarit firm of motor 
cycle manufacturers has been granted a 
permit to continue the manufacture of 
motor cycles, with the stipulation that 
they are for export only. The notice is 
subject to one month's cancellation. The 
efforts of other firms to obtain a permit 
to continue the manufacture of motor 
cycles, even on the understanding that 
their energies would be devoted entirely 
to Overseas trade, have not been success- 
ful, but many are still hopeful that the 
authorities will grant permits before the 
date of the expiration of the old licences, 
viz., Februarj' 15th. 



WE have been asked to secure immedi- 
ately twelve men for driving 
motor tractors and ploughs to be 
engaged on agricultural work of a very 
urgent nature in Scotland. Experi- 
enced drivers are essential. These men 
are badly wanted, and we might add 
that every day saved in placing them at 
work is ot great value from a food 
supply point of view. Motor work on 
agriculture is likely to become a very 
important sphere of duty for motorists 
in the futm'e, and the experience to be 
gained by men who take up the above 
positions will be invaluable. We are 
confident that a sufficient number of 
offers of service from men (preferably 
over military age) well qualified for their 
duty will be forthcoming, and we have 
undertaken to test applicants where 
necessary, and place them at the dis- 
posal of the Government forthwith. All 
communications to be addressed by letter 
to Iliffe- and Sons Ltd., 20, Tudor 
Street, E.G. ; Coventry ; or Centui-y 
Buildings, 199, Deansgate, Manchester. 


MR. E. I. NORTH, at an address to 
the Sales Managers' Association, ad- 
vocating the adoption of an official 
British national trade mark, stated that 
in 1913 British men and women spent 
35s. on Gei'man productions to every 
3s. lid. the Germans spent on British 
productions. It is to be feared that 
motor cyclists contributed not a little 
to these results, but now that we have 
our huge magneto and accessory factories 
it will be a poor look-out for German 
goods after the war. 

JANUARY 251J1, igij. 

bolt broken owing to the enormous pot- 
holes, The riders had come from Roch- 
dale, and state that, if possible, the 
roads in that district are even worse than 
near Birmingham. It was interesting to 
observe the various solo riders on the icy 
surface. Some rode in serene confidence, 
most of these being, curiously enough, 
riders of single-cylinder machines ; others 
pottered along in agony of suspense, 
inviting a skid by swinging their legs 
free of the footboards. Movement of the 
legs is very likely to upset the balance 
of a machine on a slippery surface. 


THE Birmingham-Coventry road last 
week-end was lively with motor 
vehicles of all descriptions, in 
spite of its glassy surface. A sidecarist, 
evidently anticipating frame breakages, 
took to the pathway to avoid the hills 
and dales of the roadway. A few minutes 
afterwards a war lorry came racing along 
at a speed of at least thirty miles an 
hour, doing more damage to the surface 
than fifty cars could do in the time. After 
an interval a sidecar ambled along in a 
drunken fashion, with the lug of t'lie eye 


IN America the motor boat is the fore- 
runner of the railway — the forerunner 
of civilisation. Every city and minii;.^ 
camp, where water transportation is 
possible, has its fleet of gasoline launches, 
ranging from the racing mammoth to 
the converted canoe. Two-stroke engines 
are widely used, and small, light, two-, 
stroke power units, suitable for the 
smallest of craft, have long enjoyed a 
tremendous market in the States. This 
fact makes it all the more curious that 
the American two-stroke motor cycle has 
t.aken so long to materialise. 

Captive " sausage " balloons are used extensively on both the French and British fronts. 
The Germans, of course, possess similar contrivances. It will be remembered that just 
before the great Somme offensive our airmen succeeded in bringing down practically all the 
enemy's captive balloons which hovered over that particular sector A despatch rider's 
machine is seen in the foreground, (Fi'se t>at le Ministere de la Guerre.) 

JANUARY 25tJi, igij. 



The East London M.C.C. (South Africa) recently held 
a carnival m aid of a convalescent home. It will be seen 
by the photographs that many of the fancy dresses were 
most effective. The chib has thirty-six members at the 
front in German East Africa and Europe. We are indebted 
to the Vice-captain E.L.M.C.C. (W. E. Courtney) for the 


WE give below the average prices of 
second-hand models offered for 

sale in T/ie Motor Cycle. Where 

it- is possible to obtain a sufficient number 
of each model the average for the past 

week is quoted, otherwise the last average 
is given, if within foui' weeks. Difficulty 

in obtaining a sufficient number of one 
particular model often arises, owing to 
the fact that many advertiser's omit some 
of the most essential details. 

Average Latest 

for weekly 

Make. Year. H.P. last average 
week, obtainable. 

A. IS 1916 6 3-sp. sidecar . . £95 — 

\j 1913 6 3-sp. sidecar . . £48 — 

19x5 2H-speed — £40 

1916 2.J 3-speed — £52 

Allon 1916 2-5troke, 2-sp. ... — £3*? 

Ariel 1916 5 3-sp. sidecar . . £76 — 

Bat 1913 8 2-speed — £39 

Bradbury .. 1913 4 s-speed sidecar £32 — 

B.S.A 1916 4i 3-sp. sidecar . . £60 — 

„ T916 4i 3-speed £55 — 

,, 1915 4i 3-sp. sidecar . . £55 — 

1913 4i F-E £30 — 

Ciltborpe . . 1916 2^- 2-5peed — £25 

.. 1915 2-stroke £20 — 

ClsTio 1913 6 3-sp. sidecar . . — £40 

, 1914 6 3-sp. sidecar . . £56 — 

Conna ight . 1914 2-stroke £18 — 

Douglas ... IQ16 2^ W.D — £50 

... 1915 2 J 3-speed — £48 

... igrg 2| 2-speed £42 — 

... i9r4 2% 2-speed £39 — 

., , . . . 1913 2I 2-speed £30 — 

,, ... 1916 4 3-sp. sidecar . . — £70 

EaSeld 1916 6 2-sp. sidecar . . £80 — 

,7^ igi6 3 2-speed — £47 

1915 3 2-speed — £38 

H. -Davidson 1916 7 3-sp. sidecar . . £82 — 

1915 7 3'-P- sidecar . . £70 — 

Humber . . . 1914 3j 3-speed — £35 

Indiaa 19x6 Powerplus sidecar — £83 

„ 1915 7 3 sp. sidecar . . £59 — 

„ 1915 5 3-speed ;. £51 — 

James 1915 4} 3-sp. sidecar . . — £68 

Levis 1915 -\ 2-stroke — £20 

„ 1916 21- 2-speed £28 — 

Matchless . . 1915 8 3-sp. sidecar . . — £65 

New Hudson 1016 2-stroke — £34 

,, 1915 2-stroke — £21 

New Imperial 1916 23 J.A.P £29 — 

Norton 1916 3V 3-5peed — £48 

P. & M. ... 19x4 3i 2-sp. sidecar . . — £55 

i^remier ... 1914 3! sidecar £42 — 

,, ... 1914 2 1 lightweight ... £21 — 

Radco 1914 2i 2-stroke £15 — 

Rover 1916 3i T.T — £56 

1915 3 V 3-?peed — £46 

Radge 1913 3^ Multi £28 — 

„ 1915 3 i Multi sidecar. . — £45 

1914 3^ Multi. £40 — 

Scott 19x6 3£- 2-sp. sidecar . . — £58 

Sunbeam .. 1916 S '^idecar — £100 

„ .. 1916 3^ 3-sp. sidecar .. £79 — 

. . 1915 3i 3-sp. sidecar . . £70 — 

Triumph . . . 19x5 4 sidecar — £60 

„ ... X914 4 sidecar £47 — 

... 1013 3 ^ sidecar £35 — 

... X915 2ibaby £32 — 

Zeuith ... . igr6 8 sidecar £So — 

..... 19^^=1 A Oradua — £48 

xgi4 Giadua £43 — 


WE have received from Messrs. Brown 
Bros., Ltd., Great Eastern Street, 
London, E.G., a sample pair of 
their new Gyclospat leggings, which are 
designed chiefly to meet the demands of 
those who use their machines for short 
journeys, and who wish to protect not 
only their clothing but their boots from 
road splash. The leggings are quite 
suitable for serious touring, but they 
will appeal particularly to the man who 
uses his macliine chiefly for short runs, 
which do not necessitate the donning of 
a whole suit, on account of their lightness 
and the ease with which they can be 
slipped on and off. 

A distinctive feature in the Gyclospat 
legging, which we think might be more 
generally followed by overall manufac- 
turers, is the toe-piece with leather sole, 

The Gyclospat, a very handy and quickly 
, adjusted overall or legging specially suitable 
for short and frequent journeys. 

which fits over the toe of the rider's boot, 
thus preventing water from entering at 
the lace-holes, and also keeping the boot 
dry and clean. The nuisance of muddy 
boots is entirely eliminated by this simple 
extension — a point which will appeal 
strongly to business riders and doctors. 

— i 

The Gyclospat leggings are made of 
durable waterproof material, and are 
attached by elastic bands and snap 
fasteners. Three sizes are supplied, the 
retail price being 4s. 6d. per pair. 


IT must not be supposed that a rotary 
engine is anything new on a motor 
cycle. Those older motor cyclists and 
people connected with the trade about 
twelve years ago will recall the Barry 
rotary-engined motor bicycle, which was 
produced at Barry (Cardiff), and ex- 
hibited first at the Stanley Show, Isling- 
ton, in November, 1904. An improved 
design of the same engine was also 
exhibited outside one of the earliest 
Olympia shows. The engine was kept 
running almost continuously during show 
week, as was evident from the amount 
of oil w'hich it had flung about. The 
original 1904 engine was a four-stroke, 
and had two opposed cylinders on one 
crank case, the opposite arms of the 
cross forming a gas chamber and a 
silencer respectively. Its weight was 15 
lb., and the complete bicycle 70 lb. A 
later model was illustrated in The Motor 
Cycle of ilarch 13th, 1905, wherein the 
engine was lower in the frame, and en- 
closed with a perforated cover instead of 
a plain one. For years the inventor 
bravely stuck to his task and eliminated 
many troubles which had manifested 
themselves, but of late years we have 
lost trace of the engine and its clever 


Q Q 

^ In submitting to the Editor articles. ^ 

Q photograp/is, or drawings, contributors Q 

□ are asked to mention whether the illus b 

^ trations are exclusive, and further to g 

H enclose a stamped addressed envelope h 

Q for return of unaccepted contributions, q 
H Q 



JANUARY 25th, igiy. 

The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters should be addressed to the Editor, "The Motor Cycle," Hcrtfori; Street, Coventry, and must he accompanied by the writer's name and address. 


Sir, — W'tli reference to Mr. A. H. Burslem's vaporiser for 
hea\-y fuel, I suggest that the vibration 0/ a motor cycle 
tvould upset the thermo-syphon action. The heat of the 
water, if boiling, which is not likely, would hardly be great 
enough to effect much of a change; and the design on page 
08 does not show enough difference in the in and nut tube 
levels to create the sj'phon action. 

(Pte.) w. e. sleight. 
lightweight transmission. 

Sir, — Be your article in T/ie Motor Cycle of .January 18th, 
I have recently taken delivery of a 1917 Diamond-Jap motor 
cycle. This machine is fitted with Enfield two-speed gear 
a.nd chain-cum-belt transmission, such as is specified as ideal 
by "H.M.B." From my experience, so far, it has proved 
to be the sweetest driven motor cycle I have ever sampled, 
not excepting all belt-driven two-strokes. The clutch action, 
as the writer states, is exceptionally useful for restarting 
on hills and for traffic work. R. HUilPHEEYS. 


Sir, — I have only just returned from France after coming 
in contact with a Hun infernal combustion engine, which has 
left me with a fractured thigh. I have been almost out of 
contact with the motoring world for a couple of years, and 
it is refreshing to find still the same old arguments of long 
V. short stroke engines. My experiences show that the long 
stroke is decidedly the cooler of the two, which is the chief 
thing in continuous running. 

I consider, in my humble opinion, that the question of 
bearing pressures is largely a matter of leverage. Thus, the 
greater tlie distance between the axle and the big end the 
greater the strain on the side bearings. 

The lever tendency on the upper part of the explosive 
stroke puts more strain on the axle bearings on the long 
stroke engines than on the short stroke as the distance or 
length of lever is greater, and at the same time the long 
lever gives more power to be transmitted to the road wheel. 
So the advantages" are about equal in each case. 

(Pte.) W. E. SLEIGHT. 


Sir,- — In the issue of January 11th some interesting 
points are raised with regard to the introduction of water 
into the cj'linder of an internal combustion engine in an 
attempt to combine the use of steam and gas expansion. 

Your correspondent "W.M." says, "Evidently there is 
a fly in the ointment," and then he cites two claims against 
water injection. The first objection he brings forward 
concerns the impurity of water. Surely "W.M." could 
use distilled water. If he objects to the bother of dis- 
tilling the water there is still another method which he 
unwittingly suggests himself. Your correspondent informs 
us that when the water is changed into steam, the 
impurities are left .behind in the cylinder. It would be a 
simple matter to have a small generator in the exhaust 
pipe and then lead the steam around the cylinder, between 
the fins, to some convenient place of admission. 

To the best of my knowledge there is no sulphur in good 
motor spirits, but were this element present it would not 
be the cause of valve corrosion, as " W.M." suggests. 
Sulphur ■ trioxide (not sulphur) when dissolved in water 
forms sulphuric acid (H,0-|- S03 = H„S0,). A very small 
quantity of sulphurous acid would be formed, but this 
un.stable acid has not the harmful effects of H^SO,. In time 
a little sulphuric acid would be formed — ^^the' reason cannot 


be given here — but the bad effects would be negligible. Thus 
"W.M.'s" second objection is dispelled. 

If steam is subjected to a very high temperature it breaks 
up into its two "onstituents (oxygen and hydrogen). The 
oxygen would mix with the explosive "mixture," and so 
form a more violent detonation when ignited. The hydrogen 
would also burn, producing water which would change to 
steam, and then go through the same process as just 
described. Thus it will be seen that water will be produced 
in fairly large quantities. It is possible that the H^SO, 
produced w:ould unite with the water, generating great 
quantities of heat and forming hydrates of H^SO^ x H^O, 
which would pass out of the engine. Perhaps the excess of 
water and heat are points which are the real disadvantages 
of water injection. Much can be written on this subject 
and conflicting theories advanced, but "the proof of the 
pudding is in the eating." G.R.H. 



Sir, — In your issue of January 18th, in an article by ,i\Ir. 
Eric Williams, the writer states that "fiat" twins in most 
cases Iiave to have the whole engine taken out for decar- 
bonisation, etc. 

I think this is rather a sweeping statement, although I 
do not hold any particular brief for flat twins, in spite of 
the fact that I ride one, a 500 c.c. Brough, also a 3^ h.p. 
single' o.h.v. Martin-Jap, in which case the crank case liaa 
to be dropped to remove the cylinder. 

In the case of the Brough both cylinders can be removed 
for decarbonising, witliciit moving the crank case, quite 
easily. The magneto can also be removed by loosening two 
nuts and the Bowden control ; it then slides oft intact. I 
have no connection with Messrs. Brough except that of a 
satisfied user, but think the statements above referred to 
rather unfair on the whole " breed " of flat twins — after all, 
not very numerous. ., C.L.C. 

- High Wycombe. 


Sir, — I was very pleased to see my Powerplus Indian 
double-seated turnout illustrated in The Motor Cycle of 
January 11th. I may say that I bought the turnout from 
Mr. Haste last year, and it was the identical photograph 
which you reproduce that he sent to me and which induced 
me to buy it. 

But I certainly would not advise other motor cyclists to 
ride with this load unless they are absolutely certain of the 
couplings or attachments. 

I pointed out to Mr. Haste at the time I bought the 
turnout how he was risking their lives, as there was not a 
sturdy coupling on the sidecar chassis ; in fact, when I 
arrived at Chester (240 miles from Ipswich, I started at 
7.30 a.m. and arrived at Chester 5.30 p.m.), there was not 
a single coupling tight. Luckily I did not have a passenger. 

After I got it home I discarded all the original couplings 
and fitted a complete set . of Mills-Fulford, which made a 
job of it. Now I can with safety take myself (over 12 stonel, 
my wife (14 stone), and my two daughters (9 and 10 stone). 
I have taken my family from Chester to Llandudno and round 
the Marine Drive, and only had to use the low gear for the 
last bit. 

I have fitted several little improvements, such as front 
guard side shields, rear guard ditto to keep the mud out of 
the springs, a pair of detachable leg shields, an extra handle- 
bar Bowden controlled air slide (which is top-hole both on 
pilot and main jets), and a sidecar light. J. HOESWILL. 

JANUARY 25th, igif. 



Sir, — I was pleased to see that JMr. Bradshaw replied to 
my letter, though I am sorry he does not reply fully owing, 
as.he states, to my lack of technical information. I do not 
see what technical information Mr. Bradshaw requires ; 1 
like to leave out technicalities when in conversation or corre- 
spondence, because I have found that such a course generally 
is more desired by the motoring public, who are not all 
designers or engineers, and I have not found it necessary to 
impress one's technical knowledge upon everyone. 

With regard again to the "hot side" and "hot top" 
controversy, I, like Mr. Bradshaw, will also leave it to the 
general motor cycling public to judge whether they would 
rather have cylinders cooled with the oil and the piston in 
addition to the radiators provided than have them not cooled 
at all and then experience pre-ignition and burnt up plugs. 

With regard to the claim of Mr. Bradshaw that the 
A. B.C. aims at improved cooling, smoothness, capacity for 
continuous heavy duty, and correct and regular oiling, I will 
reply to these in their order. 

CooUiig. — From what I can gather the A. B.C. has nothing 
exceptional in this respect ; in fact, the plugs show that it 
is rather hot on the top, and the fact of steel being used 
for cylinders, and the amount of experimenting and the 
change of designs which have been necessary to obtain this 
cooling, rather leads one to believe that it is not all that 
could be desired in this respect, although its designer may 
think so. I see nothing the matter with the cooling of the 
" Douglas," which has cast iron cylinders and side-by-side 

Vibration. — On this subject the " Douglas " and other 
horizontal twins with which I have had experience are as 
equally vibrationless as the A. B.C. (I mean by this it is not 
necessary to have a horizontal twin with steel cylinders, and 
incidentally a lot of cori'espondence about rude shocks, and 
pitiable sketches, hot sides, etc., to have a good engine). 
This is really the only reason why I "butted in" on this 

Exceptionally Long Life. — It is impossible to tell whether 
an engine has exceptionally long life until there are many 
on the road in the hands of the general public pulling side- 
cars. An engine which has exceptionally long life must be 
made of exceptionally fine materials and be exceptionally 
machined with no errors in the design. If these qualities 
are embodied in it, it cannot help giving long life. The 
same remarks apply to Mr. Bradshaw's claim for "correct 
and regular oiling." 

Perfect Smootline.'is. — I think the M.A.G. engine excels in 
this respect, and will hold its own against any engine in the 
world, but it is not horizontal or flat. 

Capacity for Contimions Heavy Duty. — The same remarks 
as above applj' here. 

Gear Box. — I see nothing extraordinary in an engine 
taking four speeds — any engine will, of course, but one pre- 
fers an engine that will do most work on one gear. 

Cast Iron, etc. — I see that Mr. Bradshaw has not had 
time to go into the matter of mangles, etc. I should have 
thought that he would have investigated the excellent quali- 
ties of the best cast iron, such as is used on several air- 
cooled engines of high-class- manufacture. The M.A.G. 
engine designer has found cast iron better than steel, and 
Mr. Bradshaw may be quite sure he would not use cast iron 
for his racing engines if steel were better. He once made 
them of steel until his experience taught him that cast iron 
could be obtained which was far better for wear, cooling, 
and absence of warp. 

I was very happy to see that "A.A.S." upholds my 
remarks of December 14th. The design of overhead valves 
which he shows is somewhat similar to the M.A.G. racing 
engine, and also to most of the racing automobile engines, 
as well as, as "A.A.S." points out, the aero engines. I 
should think that if they were satisfactory on aero engines 
there is not much the matter with the system. 

Some quite useful information has been given on the 
subject by Capt. Lindsay in your issue of January 11th, 
and as this gentleman has very great experience his 
remarks about overheated spark plugs and condensation in 
the inlet pipe in connection with flat twins are right to 
the point and absolutely correct. Capt. Lindsay states he 
has had as much trouble out of a horizontal twin in a 
month as he gets out of a single in a year. 

I was sorry to note that Mr. E. J. L. Strong read my 
letter in the "light that he has, but I beg to assure him he 

is quite in error. I am pleased, however, that he was 
amused; I wish I could be amused during these times. 
As regards his friends, well it is one's duty at Christmas 
time to amuse people, especially the very young. 

I have seen a letter from a Mr. Alt. Wi-ay which is 
most amusing. He tells us, amongst other funny things, that 
the engine in question " is better designed than anything 
yet manufactured in the motor cycle world." So now we 
know, and there is no need to argue further on the sub- 
ject — it is settled ; but before concluding I would like to 
make one little remark. Mr. Wray tells us he was in the 

1913 Tourist Trophy using an A. B.C. engine, but he does 
not tell us where he finished and why ; he may have been 
amongst the also rans, but I didn't wait to see them 
come in. He also mentions he was in the practice for the 

1914 race. Is that as far as he got in that year? Perhaps 
this is whv he did not find spark plug trouble, cylinder 
warp, etc. " OSBORNE DE LISSA. 


Sir, — Perhaps this will be of use to a few Douglas riders 
troubled with freezing carburetters and indifferent fuels. It 
acts quite %yell, for the back of the carburetter is quite 
warm, even in the coldest weather. In fact, I have had 

to introduce cool air, 

Sl^,»gC.p M i «s tli^ '«o I'ot '^'■J 

/ L : p made a dmerence ot 

Vn : 1 n jj"L -r^S: fifteen miles per hour 

on its maximum speed. 
The arrangement in 
regard to the silencer 
is to facilitate its 
coming apart, and also 
to prevent mud and 
rain from choking the 
air pipe. 

The whole arrange- 
ment is fised to the 
machine by the bolt 
passing through the 
silencer, and the tube 
nearest to the carbu- 
„„ ,. J -„, retter is loose and 
■ may perhaps slip ott 

A reader s device to prevent a rrozen when a skid occurs, 
carburetter, and an aid to the jj-ig ordinary Amac 

vaporisation of heavy fuels. carburetter very often 

collects rain around the sprayer; this does not happen now, 
thank goodness. Of course, it is not good practice to use 
hot air, but by the use of the sliding cap the air can be cooled 
just right. I wonder why something is not done to warm the 
carburetter shell itself. ' FRED T. STEEP>WOOD, 

Air Mechanic, R. N.A.S. 


Sir, — I have been more than usually interested in the most 
recent numbers of your valued paper containing the discus- 
sion of the respective merits of the square and long stroke 

Mr. Norton does not compare the two in respect to cool 

If, as Mr, Norton states, a long stroke engine of equal c.c. - 
develops equal power to the square engine, on a higher gear, 
it will run cooler ; also the greater the stroke in proportion 
to the bore the greater the surface area in proportion to 
the c.c, which means cooler running. (Lt.) L. SAYER. 

Sir, — Ably as Mr. Norton has stated the case for the 
long stroke engine in your issue of January 11th, there 
are still one or two points that appear to me to be rather 

In the first place Mr. Norton is rather loose in his 
terminology. Why not use "pressure" in its scientific 
sense as "force per unit area." and work as the product 
of force into the di.stance through which it acts ? 

It appears to me that to equate "work" to "pressure," 
as Mr. Norton does " for simplicity's sake," is nothing 
short of scientific inaccuracy, which is to be avoided at 
all costs. 

Again, does not Mr. Norton beg the question when he 
assumes that the total power transmitted by one stroki' 
of the long stroke engine can be equalled by one of the 



JANUARY 25th, igiy. 

shorter stroke and then proceed to show that the short 
stroke would, ciiteris paribus, only do 80% of the work of 
the long stroke ? 

Apart from minor considerations, surely the question is 
one of leverage. Given two engines (long and short strokes 
respectively) of equal capacity, working for any one stroke 
between the same two pressures P, and P, (the latter the 
difference between the pressure inside the cylinder and 
the atmospheric pressure at the moment the exhaust valve 
opens) — in the one case we have a greater force acting 
over a shorter distance, and in- the other vice-versa. The 
product of the two represents the work done, which, apart 
from defects in transmission, friction equals power trans- 
mitted. Hence " A.A.S.'s " assertion that the total " power " 
transmitted will be equal. It is quite obvious to the reader 
who has removed the blinkers of bias that this is what 
" A.A.S. '* is driving at. 

We all know too well " the peculiarity of the long stroke 
engine of hanging on under load at low speeds especially," 
and surely no fairer criticism of this could be possible 
than to state that it " is not a help to long life for the 
bearings." Yet Mr. Norton inadvertently makes of this 
peculiarity an unqualified asset to the long stroke. Surely 
the fact of the matter is this. Every petrol engine, properly 
balanced and constructed, delights in "revs." " Eevs " 
mean power and better balancing, and when properly 
lubricated every engine will stand up to the work, witness 
the four-speed A. B.C. Keeping up the revs, for this engine 
means "maximum of efficiency with maximum of refined 
running."^ But this is just what the long stroke does not 
do when it thumps Over the brow of a long hill. 

The section on " cylinder wear and piston ring pressures " 
is quite sound, and I think that here we have the explana- 
tion of the peculiarity of the long stroke of "hanging on 
under load." 

I do not understand, however (perhaps Mr. Norton will 
explain), if we are dealing with two engines of the same 
capacity, where the increased angularity of the long stroke 
connecting rod necessorili/ comes in. 

Oswestry. (Eev.) W. A. .JONES, B.A., B.Sc. 


Sir, — Allow me- to say a few words in reply to Messrs. 
Mullis, Cope, and Marks. 

First of all, I should like to contradict their statements 
re ex-perience. I have had quite enough experience with flat 
twins to realise their sterling quaUties, and I certainly admit 
that they are very nice machines for tovm work, but I 
absolutely refuse to withdraw my statement about the engine 
pulling itself over in the frame. 

Even if they Icnotv it is impossible, I can only reply that 
I have seeyi it happen, have verified the fact by testing the 
alignment of the sprockets, and can find several other people 
who have observed the same thing. 

I do not judge a motor cycle from my ability to drill 
holes in the radiator fins, but, having had several years 
experience in the " shops," I know what I am drilling, and 
how to do it. 

Perhaps Messrs. Mullis, Cope, and Marks have never 
experienced overheating on their Utopian Americans, and 
have consequently never heard of the well-known practice 
often used in the T.T., especially before cooling was brought 
to its present efficiency, of putting small copper tubes and 
springs through the fins to assist the cooling. 

In conclusion, I may point out that there are not many 
makes of machines that I have not ridden, studied, and 
inwardly digested, and I do not remember a machine with 
quieter timing gear than the A.J.S. Disclaimer as usual. 

Sir, — I have read Capt. A. Lindsay's letter in your issue 
of the 11th inst., and regret that this is not sufficiently 
convincing to induce me, as he requests, to modify my views 
that a long induction pipe does not affect carburation. 

If he means that on a cold day, and with the carburetter 
not heated in any way, the long induction pipe is inferior, 
I quite agree with him, but, given induction pipes of similar 
temperature and under the same conditions, a long induction 
pipe is far superior, produces a more regular beat of the 
engine, and is economical in fuel. 

In car practice the carburetter or induction pipe is invari- 
ably heated, apart from the heat conducted from the cylinder 
walls of the engine. In motor cycle practice the general 

impression that heating is unnecessary has arisen principally 
from the fact that the carburetter is placed so close to the 
cylinder that the short induction pipe is actually heated by 
direct conduction from the cylinder, and to quite a reason- 
able extent. 

The flat twin is ? totally different proposition, as the car- 
buretter is farther away from the cylinder than in probably 
any other engine, and manufacturers, not realising the 
enormous banefits of heated induction, have not paid suffi- 
cient attention to this point. 

On the A. B.C. machine the carburetter was thought to 
be quite sufficiently heated until, on one or two excessively 
cold days, difliculties were experienced for the first two or 
three miles. Increased heating was applied with vast im- 
provement in running at each attempt, and the heating is 
now so efficient that the carburetter itself is almost too hot 
to bear the hand upon. 

The manufacturer of one of the best known carburetters 
in the world to-day once told me that, if he could, he 
would have a blowpipe playing on the side of the carbu- 
retter the whole time, and a long induction pipe to give 
the petrol time to vaporise thoroughly. 

Capt. Lindsay surely is rather stretching the point when 
he states (referring to " Ixion's " trouble with a flat twin 
on an exceedingly cold night) that this experience comes 
at a very awkward moment for those who are trying to 
persuade" us that long exposed induction pipes are an 
advantage. Perhaps he will be good enough to point 
out who used the word " exposed " as a desidcrafiini in 
induction pipe design. 

I am afiaid that I cannot quite understand the following 
paragraph in Capt. Lindsay's letter : " If an engine can 
indulge simultaneously in an overheated sparking plug 
and a refrigerator inlet pipe, what constitutes a ' hot side ' ? " 
If he desires information on this point, I referred to it at 
some length in my article in your issue of December 7th, 
1916, wherein I showed that an exhaust valve that is 
adjacent to one side of the cylinder has the effect of con- 
siderably increasing' the temperature of that side of the 
cylinder, with the result that the cylinder walls are dis- 
torted, with undesirable effects upon the piston and piston 
rings. If, on the other hand, the paragraph in question is 
intended sarcasm, I have no desire to discuss this point 
further, and I do not doubt that the majority of your 
readers desire technical matters to be discussed in a 
technical manner. 

With regard to the letter by "A.A.S." in your issue 
of January 4th, together with his sketch showing the valves 
at an angle in -the head, as found in many aero engines 
of high efficiency, I might mention that I built large 
engines with valve gear of this type some years ago. We 
also manufactured cylinders of this type for our 500 c.c. 
engine early in 1915. Our speed model C is destined to have 
this valve gear (with slight modifications to suit air-cooled 
practice) immediately we resume our motor cycle pro- 


Sir, — No doubt the war will have a great effect on motor 
cycle design, and I am wondering whether sidecar combiiia- 

Will battlefield fashions develop thus ? 

ti'on makers will supply a iiiodel to suit our "Tank" officers 
and men after the war. PossiWy the design I enclose will 
appeal to them. ROYAL SUSSEX. 


JANUARY 25th, igi7. 




£pmf^^) Miis 



I HAD long promised myself a test of the lady's 
model Douglas, and one foggy and miserable 
morning a few weeks ago, to my pleasure, I 
received a wire from the London depot notifying its 
arrival. Some thoughtful person had left just enough 
petrol in the tank to cover the road distance between 
the depot and home. The motor cycle was new, 
spotlessly clean, its plated parts reflecting one's image 
in various distortions. In striking contrast, the roads 
were about as filthy from the trampled snow as I have 
ever seen them. It went to my heart to ride the 
mount for the first time under such unfavourable con- 
ditions, but after all what are motor cycles manu- 
factured for but to drive, both in good and bad 
weather ? 

It was the model known as the X model, with the 
well-known 2 ^4 h.p. engine and open frame. The 
three-speed gear box, clutch, and kick starter are 
similar to those of the 4 h.p. model. The gear handle 
was already in 
the neutral f 
notch, so I ' -<.> 

flooded the car- 
buretter and 
gave the kick 
starter a mighty 
kick. I have 
been actus- , " , 
tomed to hand- 
ling a big twin, 
and the mighty 
thrust not only 
started the en- 
gine, but almost 
upset the 
, balance of both 
myself and the ■ — 
machine.* It re- 
quires no superhuman 
strength to start the Douglas, 
as the engine depends more 
upon revolutions than com- 
pression for its efficiency. 

The frame is low and the 
large, comfortable footboards 
, offer many changes of posi- 
tion. The specification is 
too familiar to make it neces- 
sary to dwell upon details, 
and the design has been well 
thought out for the lady 

A winter test ot a lady's 
of 2i h.p., 

rider. One feels so near the ground and the pull of 
the engine is so regular that, although I rode the 
mount through inches of mud and slush, and again on 
a frosty morning, when the surface of the road 
was almost as slippery as glass, there was never 
any tendency to skid : none of that " tail-wagging " 
that even experienced motor cyclists find nerve 

Efficient Mudguarding. 

The aluminium covers give the motor cycle a ver\ 
smart finish ; these are held by butterfly nuts that are 
the work of a minute to remo^'e with nothing but 
Nature's tools, the fingers. A small hinged door in 
the aluminium even saves one this trouble when access 
to the rear plug is required. The rider is well 
protected by the flanged mudguard ; the front mud- 
guard is so ample that I noticed when riding 
through puddles that a small stream of water (which 
would on many machines find a resting place on 
the rider's skirt) was thrown along in front of the 
footboards. This guard might with advantage be copied. 
I practically lived on the machine for some days, 
and have nothing but praise for the rapid acceleration 
and even running of the little engine ; the machine is 
light to handle and easy to drive and manage. No 
lady rider could wish for a better solo mount. There 
is just one small point in which improvement can be 

suggested — that 
"1 is, when the 
foot clutch is 
out the pedal 
interferes with 
the steering by 
catching in the 
front mudguard 
flange. T h i s, - 
however, can be 
easily remedied 
by a crook 
being made to 
allow for clutch 
pedal, and no 
doubt such a 
minor point will 
soon be re- 
medied. I was 
sorry when the 
Douglas had to 
go back. 

May W.\lker. 

Douglas, a machine possessing a flat twin engine 
three-speed gear, and kick-starter. 



JANUARY 25111, 1Q17. 

A selection 01 questions ol general interest received from readers and our replies ttiereto. All questions should be addressed to the Editor, " The Motor Cycle," 
20, Tudor Street, London, E.G., and whether intended for publication or not must be accompanieii ijy a stamped addressed envelope for reply. Correspondents are 
urged to write dearly and on one side of the paper only, numbering each query separately, and keeping a copy for ease of reference. Letters containing legal 
questions should be marked "Legal " in the left-hand comer of envelope, and should be kept distinct from questions bearing on technical subjects. 

Transferring a Registered Number. 

I wish to have the number 

which is on the motor cycle I 

have just purchased second-hand 

transferred to my name. Will 

you please tell me how much the 

■transfer will cost, and to whom should 

I apply?— H.G. 

The transfer of a registered number costs 

one shilling, and application must be made 

to the county council where the machine 

was registered. 

Removing the Gudgeon Pin. 

My machine is a 2\ h.p. two- 
^ stroke, 1914. Will you kindly 

> tell me the correct method of 
-SJ removing the gudgeon pin? Both 

ends appear to be of the same size 
and to be fixed with copper rings. — W. 
Unless the piston or ends of gudgeon pin 
are marked "in" or "out" to indicate 
which is the larger end of the taper it is 
probably simply parallel, and can be 
driven out in either direction. Take care 
that you support the piston well while 
driving the pin out. 

Starting a Single-geared Lightweight. 

I have a 2| h.p. two-stroke 
^1 with which I experience difii- 

> culty in starting. It will start 
-^J all right if I run with it for a 

few yards, but I would like it 
so that I could paddle it off from the 
saddle. This it will not do, even 
when warm. I have tried various 
size jets (Amac carburetter). The 
magneto timing is right, and corre- 
sponds with the makers' catalogue. It 
is a Dixie magneto. I am not desirous 
of repeating the acrobatic perform- 
ances of a few years ago. — W.B. 
A single gear machine will seldom start 
easily by paddling it off. The only 
thing to render starting as easy as 
possible is to go over everything, and 
make sure all adjustments are right, 
such an plug points clean and adjusted 
rightly ; a gap of 1 mm. is about correct. 
Contact points clean and breaking 
properly, about .4 mm. Carburetter 
clean and the correct sized jet fitted. A 
fairly large jet is wanted for easy 
starting ; when once started, if the 
right jet is fitted, you should be able 
to run with air lever fully open, but for 
starting the air should be closed and 
about quarter throttle given. What is 
wanted is a rich mixture, and only a 
little of it. Make sure that there are no 
air leaks in the induction pipe or cranio 
case; a leaking oil pipe will sometimes 
give trouble on two-strokes, by allowing 
air to enter crank case. 

Intermittent Misfire. 

I have a strange trouble with 
my motor cycle, and cannot 
master it. Can you assist me ? 
The machine is a 1914 2^ h.p. 
two-stroke ; it seems to have 
plenty of power, and is as speedy as 
usual. Compression is good. On the 
road it misses fire about one explosion 
. in twelve continually, and on the 
stand it simply will not two-stroke : 
the engine travels at a terrific speed, 
and loud reports keep coming ap- 
parently from the silencer. I have 
had the engine taken down twice, 
cleaned, etc., by good, reliable 
mechanics, also I have written to 
the makers, and they are at a loss to 
explain it. Petrol pipe and carburetter 
are perfectly clean, also magneto 
(Ruthardt) gives a good, fat spark, 
and I have tried about six different 
plugs which have been tested in other 
motor cycles. When running on the 
stand, if I apply brake hard the 
machine runs about the same as on 
the road.— F.W.R. 
It is extremely difficult to advise you 
without seeing the machine, as so many 
small defects may exist which to the 
unskilled eye may appear to be in 
order. A two-stroke will hardly ever 
run evenly on the stand or when rimning 
light. The most likely cause of the 
intermittent misfire is some fault in the 
ignition system — probably the contact 
breaker, the contact points of which may 
be inclined , to stick at intervals. See 
that the rocker is quite free, and that 
the points are breaking properly and 
separating about .4 mm. Also see that 
the carbon brush and holder are in good 
order and quite clean. The reports from 
the silencer also indicate faulty igni- 
tion. Too large a jet causes four or 
eight-stroking, while too small a jet or 
one which is choked will cause popping 
in the carburetter. We think, however, 
the trouble lies in the magneto, and if 
you very carefully overhaul all parts of 
this your trouble will cease. 


B B 



Q In view of depleted staffs, the cur- B 

^ taihnent of railway services, and the |j 

Q consequent delay in delivery of mails, q 

B readers will greatly assist by forwarding n 

^ communications (including advertise- ^ 

B ments) as much as possible in advance q 

B of the dates of the issues for which they B 

fl are intended. ^ 

J3 Q 

Sticking Rockei Arm. 

My magneto (Bosch _ ZEl) 
■^ rocker arm sticks. How is this 
> removed? I understood the 
-LI whole contact breaker could be 
removed by simply withdrawing 
the centre screw, but it will not come 
off, though this screw has been re- 
moved. I do not care to use much ' 
force in case there should be some other 
fastening than this screw. If you will 
assist -me I shall be grateful. — A.M. 
To remove the contact breaker rocker J 
arm remove the centre screw and prize ^ 
the contact breaker off by means of two 
small screwdrivers. It is fitted by means 
of a taper and. key. If done carefully 
the rocker arm can be removed without 
disconnecting the main springs by lever- 
ing it carefully out of its bearings by 
means of a penknife or small screwdriver. 
If you cannot remove it this way you 
will have to remove one of the small 
screws which holds the spring to the 
rocker. When removed from the contact 
breaker body you can reamer out the 
fibre bush by means of fine emery cloth 
wrapped round a match. 

Running on Substitutes. 

I am running a 7 h.p. Indian 
■^ on a white oil substitute with 10% 
V petrol. It runs well, but " soots 
-U up " quickly. Would naphthalene "■ 

balls added to this mixture stop 
the " sooting up," and if so, would there 
be any fear of explosion of the tank 
on a hot day ? I shall be greatly obliged 
if you will answer the above question. — 
The sooting, «or oiling, up which you 
experience when running on petrol sub- : 
stitute is most likely due to insufficient 
heating of the mixture before entering 
the cylinders. All incoming air should 
be drawn from some main portion of the 
engine by means of an air scoop. If an 
ordinary Indian carburetter is fitted, this 
fitting is, of course, standard. In addi- 
tion, the inlet pipes should be either 
warmed by means of a heated jacket or 
be heavily lagged with asbestos string and 
insulating tape. From personal experi- 
ence, we have never found much gain by 
using naphthalene balls and similar 
specially prejaared compounds, but we 
have heard of a number of riders who 
report very favourably upon their use. 
Most of our correspondents writing on 
the subject claim tliat when using petrol 
substitutes the naphthalene balls give 
sweeter running and less carbon and soot. 
The number of balls to be used would be 
about three to each gallon. There is no 
danger attached to their use. 

JANUARY 23IJ1, 1Q17. 

Lubrication with Paiaf&n. 

My baby two-stroke being 


petroil lubricated (which I find 
quite satisfactory), is it advisable 
to attempt to run on paraffin? — 

Provided you arrange for the mixture to 
be heated before entering the engine, 
there is no reason why you should not 
run on paraffin, or at any rate a per- 
centage of paraffin. You may find a 
slightly larger jet desirable owing to the 
heavier nature of the fuel. The oil 
mixture will work equally well with 
paraffin, provided proper provision be 
made to ensure perfect evaporation of the 

Starved Carburetter. 

I have a Coventry Eagle two- 
^] stroke motor cycle which is very 
> difficult to start up. It has been 
-i~i running on lubricating oil and 
petrol mixed — in the same tank. 
■ Also, when on the road, it will take but 
little air, sometimes going better with 
the air entirely shut off. Any sugges- 
tion will be gratefully received. — 


Your trouble is evidently due to a choked 
or starved carburetter, or to having too 
small a jet fitted. When the petroil 
system of lubrication is used the oil 
frequently becomes congealed in the 
carburetter, so causing the jet and other 
working parts and passages to become 
choked up. If thoroughly cleaning out 
the carburetter and jet does not effect a 
cure, try fitting a slightly larger jet. 
Make sure all inlet joints are air tight 
and not causing air leaks. 

Tips {or Scott Eiders. 

I have purchased a Scott motor 
cycle, and I would like to have 
a few hints and tips on this 
machine. I should like to have 
the experience of one who has 
been the owner of a 1914 Scott machine. 
— T.J.D. 
Pay special attention to lubrication. The 
bio; ends of this engine are provided with 
roTler bearings, and the cylinders being 
water-cooled, the engine requires very 
little oil. Do not make the mistake of 
over-oiling. We find that the best plan 
is to keep the plunger of the lubricator 
clipped down, and depend upon the 
suction of the crank case for the working 
of the drip ; also note carefully that both 
cylinders are getting the same quantity 
of oil. If you find that one cylinder is 
getting an excess, the supply can be 
modified by taking out the small nipple 
contained, in the oil pipe on that side, 
and closing it up slightly by carefully 
tapping with a hammer. We would also 
recommend you to make a careful scrutiny 
for air leaks. Test the crank case joint 
bj^ dropping oil on to it when the engine 
is running, also test the pin holes which 
secure the rods by which the cylinders 
are held on. The slightest air leak either 
about the crank case or in the induction 
pipe will entirely up.set the smooth run- 
ning of this engine. With regard to 
transmission, see that the countershaft is 
in perfect alignment with the engine. Do 
not be tempted to correct chain tension 
by running the countershaft out of align- 
ment, or chain troubles are sure to ensue. 
For further advice on this subject see 
The Motor Cycle for September 14th, 


Belt Slip. , 

I have a 3i h,p. Rudge-Multi 
motor bicycle and sidecar. I 
find, that belts are apt to slip 
badly. Is there any belt on the 
market which lasts and does not 
slip? Leather belts are the best I 
have tried up to now. — G.T.H. 
Your belt probably slips through the 
pulleys being of the wrong angle. .The 
correct angle is 28*. Leather belts are 
very apt to cause the pulley flanges to 
wear badly owing to the grit they collect. 
You should experience no belt slip, except 
perhaps on the lowest ratios, provided the 
pulley flanges are not worn. 

Too Large a Jet. 

I have a 2i h.p. motor 
■^ bicycle fitted with B. and" B. 
^ carburetter. I find that I get an 
-LI increase of speed on opening the 
throttle, but after a little more 
than half open no increase in speed 
is obtained. The machine takes full 
air when the throttle is half opened. 
Should an extra air inlet be required 
to enable the machine to run on full 
throttle.? — ISLovicE. 
The symptoms lead one to suppose that 
you are using too large a jet, causing 
the engine to choke when j'ou open the 
throttle beyond a certain point. An 
extra air inlet might get over the diffi- 
culty, but when you can cure the trouble 
by fitting a smaller jet this is obviously 
tire best and simplest thiAg to do. 

Sidecar Breakages and Cleaning. 

Can you tell me what is the 
^T] strongest and most reliable motor 
? cycle? I have a 1915 3^ h.p. 
-?J single with rather a heavy side- 
car. This machine never causes 
me any engine trouble, but after any- 
thing of a, ride I generally find some- 
thing broken, and, as a rule, some 
nuts are off. I ought to say that for 
safety's sake I have had my sidecar 
fixed further from the machine than 
sidecars are as a rule, and this no doubt 
causes strain, and accounts for the 
trouble I have in losing nuts, bolts, 
etc., after anything of a run; but 
I think perhaps a stronger niade 
machine would suit me better. Can 
you advise me? I should also like to 
loiow how a motor cycle ought to be 
cleSned. My man always washes it 
with water, but the people at the 
garage where I put up in our nearest 
town say it ought not to be washed 
with water, as it spoils the bearings. 


We regret that we cannot recommend any 
particular make of machine for obvious 
reasons. 3^ h.p. is hardly sufficient for 
serious sidecar work. A machine of at 
least 4 h.p. with two or three speeds 
and chain drive is really the most suit- 
able type. If the sidecar is not cor- 
rectly lined up, this might easity account 
for breakages. See that the sidecar is 
parallel with the centre of the motor 
cycle, and that when on level ground 
the bicycle stands perfectly^ vertically. 
Unless you thoroughly wash the machine 
in paraffin afterwards it is not advisable 
to wash the mud off with water. If, 
however, the worst is washed off witli 
water do not let' it go round the wheel 
bearings more than can be helped. 


Clutch Slip. 

I should be very much obliged 
f-l if you would give me a little 
5r assistance respecting a trouble 
-U I am just experiencing with my 
machine. I- run a 1913 3g-4 h.p. 
sidecar outfit. Armstrong three-speed 
hub gear. Up to just recently every- 
thing has been perfect, but I had 
occasion two months ago to renew the 
gear wheels in the hub gear, since 
which time there has been a slip 
somewhere. There is no trouble when 
running at a fair speed on the level, 
but directly I reach an incline or open 
' out a little more the engine com- 
mences to race on any of the three 
gears. I have had the gear down 
again and thoroughly washed out the 
clutch and also gears, but there is 
very little improvement. I might say 
that I have fitted a new belt, so that 
there is not much chance of this 
being the trouble. I use ordinary thin 
engine oil for lubricating ; would this 
be too thick ? I sometimes have trouble 
in getting gears to change. — S.H.C, 
We should say that the trouble is un- 
doubtedly due to clutch slip. Ordinary 
engine oil is rather too thick, and 
we should recommend you to use oil 
suitable for plate clutches. Possibly 
stronger clutch springs are necessary. 
Make quite sure that everything is 
perfectly tight and in line as regards 
the control mechanism of the gear, 
otherwise you will have difficulty in 
changing. It is especially important 
that the change speed lever is a tight 
fit on the top tube .and cannot possibly 
turn or shake loose. See the article on 
the subject in The. Motor Cijcle of 
December 7th, 1916, page 490. 


"A.P.E." (London). — " Oxigene " 
mixed with petrol to cause decarbonjsa- 
tion of engine. 

" S.T.C." (Beaconsfield), — Speed and 
hill-cliinbing capabilities of a racing 
Harley-^avidson or road-racing Indian. 


Lowestoft to M.\nohester. — F,K,B. 

Lowestoft, Beccles, Norwich, East 
Dereham, Swafl'ham, King's Lyjni, 
Swineshead, Sleaford, Newark, Mans- 
field, Chesterfield, Baslow, Chapel-en- 
le-Frith, Stockport, Manchester, 


Harrogate, Wetherby, Aberford, Feiry- 
bridge, Doucaster, Mansfield, Derby, 
Burton, Lichfield, Sutton Coldiield, Bir- 
mingham, Halesowen, Kidderminster. 

Woking to TEWKESBT;p,y. — J.B. 

Woking, Chobham, Bagshot, Woking- 
ham, Reading, Wantage, Lechlade, Ciren- 
cester, Cole.=;bourne, Seven Springs, Chel- 
tenham, Tewkesbury, .Approximately 103 

BuiLTH TO Folkestone, — X,Y,Z, 

Builth, Hay Hereford, Ledbury, 
Tewkesbury, Stow-on-the-\Vold, Chipping 
Norton, Woodstock, Cxford, Henk'v, 
Maidenhead, Windsor, Egham, Cherl,'ify, 
Ripley, Cobham, Leatherhead, Dorking, 
Reigate, Redhill, Oxted, Westerhani, Seal, 
Maidstone, Charing, ."Vshford, Hyllie, 
Sand'gate, Folkestone. Roughly 280 miles. 


JANUARY 25th, igiy. 

cones run round the fixed track carry- 
ing the radial arms, and conse- 
quently the countershaft, with them. As 
the driving cone is moved further in- 
wards the driven cones are pressed apart 
against the springs, and the gear ratio 

f ^— «-, T oZy ^against the springs, and the gear ratio is 
■\i~i j^Tle) //)-» //?i>rv?''^'l'^^^'y varied. The countershaft is 
'I LL- rV y\/ajjU/0'\\^o\'i». with a belt pulley for the final 

A Tradesmen's Carrier. 

Upon the steerable frame, which carries 
the luggage box, is mounted an engine, 
which," in the case shown, is of the two- 

drive, and a 
incorporated, acting on £ 
■ the primary shaft. — G. J 

kick-starter mechanism 

spur gear on 
Dallison, Ko. 

stroke type. This engine drives through 
a chain on to a countershaft, having a 
differential gear, the countershaft in turn 
driving the road wheels through spur 
geariiig arranged in oiltight casings. — A. 
E. Lambourne and John " Warwick and 
Co., Ltd., No. 102,110. 

An Ingenious Friction Gear. 

One advantage of friction gearing is 
that it provides a gradually variable 
effect, and the present construction is a 
neat adaptation of such gearing to a motor 
cycle countershaft. The drive- passes 
from the engine-shaft to a sprocket keyed 
upon the primary shaft of the gear. This 
primary shaft can slide through the 
sprocket, and upon its inner end is fixed 
the clutch and driving cone. Co-axial 
with the primary shaft is the counter- 
shaft, and the latter telescopes within the 
former for support. The countershaft 
carries a number of radial arms, or 
spokes, and upon each of 
these is freely mounted 

a cone driven from the 

primary cone. Upon each 
radial arm is also 
mounted an outer cone, 
which is keyed both to 
the radial arm and to 
the corresponding driven 
cone. The outer cones 
run upon a fixed track 
in the gear housing, and - 
between the pairs of 
cones on each radial arm 
is a spring which forces 
the driven cone inwards 
into contact with the 
driving cone. The gear 
is operated by sliding 
the primary shaft in and 
out through the keyed 
driving sprocket. When 
the shaft is in its outer- 
most position the driving 
cone is free of the driven 
cones, and therefore revolves freely with- 
out transmitting its motion to these cones. 
On moving the driving cone inwards it 
first engages the driven cones near their 
peripheries, rotating these at a reduced 
velocity. These in turn rotate the outer 
cones on the radial arms, and these 

An Improved Release Valve. 

By the valve shown, which is intended 
for use with two-stroke engines, it is not 
only possible to provide a tree release for 
the gases, but a variable compression 
effect is obtainable. The body A screvvS 
into the combustion chamber and forms 
a seating for a poppet valve B, which is 
normally held closed 
by a light spring C. 
Above the domed 
washer on the 
valve stem is a 
stronger spring D, 
and the effect of 
this spring can be 
varied by adjust- 
ment of the abut- 
ment E, which is 
actuated by the bell 
crank lever shown. 
In use, when full 
release is desired, the disc E is moved 
downwards until the pressure of the 
spring D overcomes that of the spring 
■ C aiid the valve B opens. To provide a 
decompressor effect, the degree of pres- 
sure imparted to the spring D is such 
that it will open the valve B against the 
spring C, but allows the valve to close 
under the pressure produced when the 
piston has moved a certain distance up 
the compression stroke. The valve then 
remains closed during the firing stroke, 
and opens again when the pressure in the 
cylinder falls to zero.— J. Martin, No. 

Enfield Tv^o-stroke Handbook. 

A third edition of the Royal Enfield 
treatise dealing with their two-stroke 
model has just been published. The 
booklet is splendidly produced and illus- 
trated like all Enfield productions. 

No Address. 

Messrs. C. Binks write stating that 
£2 123. 6d. has been sent to them by a 
.\Ir. 11. Ditwell without giving aa 
address. The money will be returned 
should the goods not be required. 

A New Catalogue. 

We have before us the catalogue sent 
out by J. Pedley and Son, rubber manu- 
facturers, Birmingham. It is a very- 
comprehensive list, and exceedingly 
well illustrated. Everything a motorist 
requires in the manufacture of which.i 
rubber pl-ays a part is shown. 

Force Feed Oil Pump.^ 

With reference Do the Tanner lubri- 
cating pump described in our last issue,-- 
we are asked to state that models for 
testing purposes are in course of con- 
struction, and arrangements are being 
made for the manufacture of large quan- 
tities. Applications should be made to 
the inventor, Mr. R. L. Tanner, Lyn-' 
mouth, Earlsdon Avenue, Coventry. 

A Satisiactory Dividend. 

Messrs. Simms ilotor Units, Ltd., 
Percy Buildings, Gresse Street, Rathbone , 
Place, London, W. , advise us that for 
the financial year ended June 20th, 1916,' 
a dividend of 25% has been declared on 
the paid-up capital of the company. An 
amount of £20,680 Is. 2d. has been 
carried forward, after making ample pro- 
vision for depreciation, and the transfer 
of £4,0CO to the reserve account. 

Locating Faults. 

We have at hand a booklet from the 
Lodge Sparking PUig Co., Ltd., entitled 
" Locating Faults in the Petrol Engine." 
The method the author has adopted in 
tabulating the symptoms, the troubles, 
and the remedies is admir-able. The 
veriest novice will, in these concise hints, 
be able to grasp readily the remedies for 
various faults he may have with his 
engine. The booldet will be sent free^ 
to any reader who cares to apply to the" 
Lodge Co., Rugby. 

The Searie Unburstable Inner Tube. 

We have received information that the 
County Chemical Co., Ltd., Chemico 
Works, Bradford Street, Birmingham, 
have taken over the sole selling rights 
for the United Kingdom and certain 
foreign countries of the Seaiie Unburst- 
able inner tube. Our readers may 
remember tliat this tube has three plies 
of canvas incorporated in it, rendering 
it hon-stretchable for the greater part of 
its circumference. On the tread of the [ 
tube is a pleat tilled with elastic rubber, ' 
which. allows the pleat to flatten out on 
the tube behig e.xpanded. The advantage 
of the tube is that, in the case of a tyre i 
bursting, the tube is protected from 
damage. Every tube is tested to a 
■pressure of- 80 lb., nr.supported by a 
cover, previous to being sold. 



January 25TH, 1917. 

THE MOTOR CYCLE.— (Supplement i.) 

Advertisements. 19 

BOWDEN Wire, Limited, 
London, regret to announce 
that, being wholly engaged upon 
production for the British and Allied 
Governments, they are unable to exe- 
cute any orders for private purposes 
until further notice. They have in 
stock certain goods suitable for replace- 
ments. Customers are invited to state 
their requirenients , in this respect, 
and, if possible, these will be met. 




A manufacturer who 
supplies Magneto 
Parts from stock. 

Recollect, we can supply the worn 
or missing part which is required 
to restore your magneto to its 
original condition. We manufacture 
" spares " for magnetos of all makes, 
so are able to quote attractive 
prices. If your machine needs 
thoroughly overhauling, send it on, 
and we will return it like new. 



I SUBMIT there 

is a solid reason why you should adopt a 



if you adopt my system 
fuel. You can, of course, 
benzol without alteration. 

Price of 
complete — 

plus 10% extra 
war cost. 


and use my 
use petrol or 

Small extra Tank 
to clip on Frame, 


Pipe & 3-way Tap 
to enable you to 
get an easy sttu-t 
when stone cold. 

plus 10% 
war advance. 



have such pertect vaporising properties that they 
enable you to use fuel at 1/iO per gallon in 42-gaUon 
casks, which you are allowed to keep on your 
premises. Casks 12/6 each, returnable at 10/- each. 
Your 'engine will tick over dead slow, and pull dead 
slow in traffic, yet give the full power. It is almost 
impossible to tell you are not running on petrol at 3/- 
a gallon. It cannot damage your engine or soot it up, 
and makes Motor Cycling possible in these times. 

I give you my personal assurance of the truth ot what 
is stated above. Please send at once tor full particulars 
of the carburetter, and also for my Treatise on Carbura- 
tion, and terms of One Month's Approval Trial. 

C. BINHS, Ltd., Eccles. 

20 Advektisements. 

THE MOTOR CYCLE.— (Supplement ii.) 

January 25TH, 1917. 



ADVERTISEMENTS in these columns 
— First 12 words or less 1/6, and 3d. for every 
two words after. Each paragraph is charged 
separately. Name and address must be counted. 
Series discounts and special terms to regular 
trade advertisers will be quoted on application. 

Postal Orders sent in payment for adver- 
tisements should be made payable to___^ — jrr- 
ILIFFE & SONS Ltd., and crossed ___3-ii-=- 

All advertisemeuts in this section should be 
acco.npaniel with remittance, and be addressed 
to the offices of "The Motor Cycle," Hertford 
Street, Coventry. To ensure insertion letters 
shauld be posted in time to reach the offices of 
"The Motor Cycle" Coventry, or London (20, 
Tudor St., E.C.), by the first post on Friday 
morning previous to the day of issue. 

All letters relating to advertisements should 
quote the number which is printed at the end of 
each advertisement, and the date of the issue in 
which it appeared. 

The proprietors are notresponsible for clerical 
or printers' errors, although every care is taken 
to avoid mistakes. 


For the convenience of advertisers letters may be 
addressed to numbers at "The Motor Cycle" Office. 
When this is desired, the sum of 6d. to defray the cost of 
registration and to cover postage on replies mu>t be added 
to the advertiaeijent charge. Only the number will appear 
in the advertisement. All replies should be addressed, 
" No. 000, c/o ' The Motor Cycle,' 20, Tudor Street, E.G." 


Persons who aesitate to send muue\ lu unuuown persons 
may deal in perfect safety by availing themselves of our 
Deposit Syste;H. If the money be deposited with " The 
Motor Cycle," botb parties are advised ot this receipt. 

The time ahowed lor a decision alter receipt ot the 
goods IS three days, and if a sale is eflected we remit the 
amount to the seller, out u not we return the amount 
to the depositor, and each party to the transaction pays 
carriage one way. For all transactions exceedmg £10 in 
value, a deposit fee of 25. bd. is charged, wuen under 
fio the fee is is. All deposit matters are dealt with at 
Coventry, and cheques and money orders should be made 
payable to Iliffe & Sons Limited. 

The letter D " at the end ot an advertisement is an 
indication that the advertiser is willing to avail himself of 
the Deposit System. Other advertisers may ue equally 
desirous, but have not advised us to that efiect. 


Readers wnn leply to adver isemcnis and receive no 
answer to their enquiries are requested to regara the 
silence as an indication that the good:, acvertisca have 
already lieen disposed of. Advertisers often receive so 
many enquiries tliat it i^ quite impossible to reply to eaon 
one by post. 


"1 015 5-6h.p. Abingdon, 3-speed, lamps, etc., coach 
ii/ built sidecar, liood. screen, numerous spare-i ; a 
good lot, and cheap ; £55.— Jones, Garage, Broadway 
Muswell Hill. r7692 


A.J.S., 2%b.p.. 3-speed. ready at works; £58.— Bull 
St. Giles' Sq., Northampton. [X505: 

A.J.S. 6h.p. 1914 Combination, hood and screen: £60 
—Baker and Sons, 35, Friar St., Reading. [X493f 

A.J.B. Spares- prompt delivery.— Cyril Williams, A.J-b 
Agent. Chapel Ash Depot, Wolyerhampton. [X409. 

A.J.S., 1913, in perfect condition, 6h.p. twin, anfl 
coachbuilt sidecar.- Alboa's, 119, Ripple Ed., Bark 
ing, Essex. [758f 

LATE 1914 6h.p. 3-speed A.J,S. and sidecar, ir 
almost new condition ; any trial ; £56.— Else, Dais^ 
Bank, Matlock. [XSIOC 

A.J.S. 6h.p. I^atest Model Do Luxe Combination 
upholstered st^arlet, 3 best lamps, screen, hoori 
and apron, spare wheel and tyre unused, watch, siieed 
ometer. many spares, mileage 3,000 only, condition new : 
any trial by nppointinent ; £95.-48, Strathbrook Rd. 
Stieatham Common. [X4924 


COLMORE Depots, Birmingham and MancJiester, foj 
immediate delivery of Alloii 2-strokes. [0796 


Godfrey's can supply from 
stock both New and Second- 
hand Machines, for Ccish or 
on the easiest of Easy Terms. 

Godfrey's will make you a 
liberal allowance for your old 
mount in part exchange, or 
will purchase outright for 
cash at your option. 

Whatever your requirements, 
write to Godfrey's, and you 
will be sure of receiving the 
very best attention. 

If you seek advice, you can 
command the services of 
practical experts, free for the 

If you have an hour to spare, 
call at Godfrey's Showrooms, 
and you are welcome to look 
round without any obligation 
to make a purchase. 

The name of Godfrey's is a 
guarantee for a straight deal. 

Write for full Lists of New 
and Second-hand Machines. 

Godfreys ltd. 

208, Great Portland Street 

'Phone: 7091 Mayfair (2 lines). 


1 QI6 2-speed Alldays Allon, brand new, shop-soiled, 
-L*-' not scratched; £40 cash.— Jones, Garage, Broad- 
way, Muswell Hill. [7698 
ALLDAYS Allon, i91S model, used ai out 2,000 
miles, condition as new; £30.— Applv, Massey and 
Rossiter, Eyley, Surrey. [X4943 

ALLON, 1915, 2-stroke, 2-speed, lamps, horn, etc., 
splendid condition; £27.— F. B. W. Batt, 55, Rum- 
bridge St., Totton, Hants. [7444 
ALLON.— All 1917 models in stock, 36-45 gns.; ex- 
changes and deferred payments arranged.- Maudes', 
100 and 136 Gt. Portland St., London, W. Tel.; 552 
Mayfair. [7387 

ALLON, 2-stroke. late 1916, new condition, 2-8peed 
cotmtershaft gear; £35, offer, or exchange 3Mjh.p. 
combination, cash either way.— W., 141, Norwood Rd.. 
London, S.E. [7488 

ALLONS, all models, actually in stock, £37/16 to 
£47/5: eschanges, deferred payments; also 1915 
2-specd clutch model, £36/10; and 1915 single-speed, 
£27/10.— Lamb's, 151, High St., Walthamstow, and 
,50, High Ed., Wood Green. Tels. : Walthamstow 169, 
and Hornsey 1956. [7502 


ARIEL, SV-h.p., latest 3-speed model, actually in 
stock.— Crow Bros., Guildford, [6366 

COLMORE Depots, Birmingham, Manchester, Liver- 
pool, and Leicester, for all models of Ariels. [0797 

RIDER TROWARD'S, 78, High St., Hampstead.— 
1913 Ariel, sy^h.p., vajriable gear, re-enamelled, 
overhauled; 19 gns. [7546 

ARIEL, SVob.p., Hr and B., complete with lamps and 
spares, good condition; bargain, £18.— Keale, Glebe 
Rd., Staines, Middlesex. — [7606 

ARIEL, 1917, 3V2h.p. machine actually in stock; 
£65/10; exchangesj deferred payments If desired. 
-Lamb's, 151, High St., Walthamstow. Tel.: Wal- 
thamstow 169. - [7499 
ARIEL, the reliable motor cycle, 3^,^h.p. single, and 
5-6h.p. twin models; delivery from stock.- Colmore 
Depots, 211, Deansgate, Manchester, and 31, Renshaw 
St., Liverpool. [0889 

I CAN Give Immediate Delivery ol 1917 5-6h.p. 
Ariels, 3V,h.p. Ariels, solo or combinations ; ex- 
changes or deferred payments. — Jones, Garage, Broad- 
way, Muswell Hill. [7699 

AENO, 2^. p., B. and B., mag. ; would exchange for 
His M-aster's Voice gramophone and records, or sell 
£12.— H. Marsh, 14, Westminster Rd., Handsworth. 

Auto- Wheels 

AUTO-WHEEL, 1916, B.S.A. Model de Luxe, new; 
£13/13.— Plastow, Grimsby. [X5055 

AUTO-WHEEL, 1915. unscratehed ; 10 gns.— W. and 
H. Motor Co., Ltd., 287. Deansgate, Manchester. 


IJLh.p. Auto-wheel, up-to-date model, single lever con- 
4 trol, complete with stand and fixing clips; £9/15. 
— Wauchope's, 9, Shoe Lane, London. [7577 

AUTO-WHEEL, lato 1915 M«del de Luxe, B.S.A., 
Hammond shock absorber flf-ted, in perfect order : 
£9/10.— Box 666, c/o The Motor Cycle. [X5005 

AUTO-WHEEL, only run about 300 miles, perfect; 
£10/10, a bargain.— Ilarrods, Ltd., Motor Cvrle 
Dept., Basil St., Brompton Rd., London, S.W. [7463 

AUTO-WHEELS (two), B.S.A. models in stock,, £9/15 

and 12 gns. each; deferred terms if desired.- 

Lamb's, 151, High St., Walthamstow, also at 50, High 

Rd., Wood Green. [7497 

BATS.— Latest 4-5h.p. sporting model in stock, 2 
Speeds, etc.; £63/5.— Below. 

BAT, 5-6h.p. sporting model. 3-speed hub gear, usual 
accessories, good condition; £32.— P. J. Evans. 
John Bright St., Birmingham. [X5039 

BAT-J.A.P. 1913 7h.p. Twin, Bosch; must sell; 
£19/19.-1, Ebner St., Wandsworth. [7519 


RIDER TROWARD'S, 78, High St., Hampstead.— 
3V'>h.p. T.T. Blackburne, single gear, very fast, 
perfect order; 21 gns. [7537 


1 012 Bradbury, in good order; £13.— Cross, Jeweller, 
-Ltf Rotherham. [X5072 

RIDER TROWARD'S, 78, High St., Hampstead.— 
1913 Bradbury, with 1915 3-speed gear and 
lutch, good order; 23 gns. [7548 

BRADBURY, 3y2h.p., 1913, 2-speed, and Millford 
sidecar, overhauled ; £35 : extended payments 
arranged. — Service Co., 292, High Holborn, London. 


BRADBURY, 1912, 3i,^h.p., good order, 2-8peed, free 
engine, tyres excellent, tools, lamps, spares; low 
price for tiuicfe sale, £17/10, bargain.— Bissell, Sutton 
Grange, Kidderminster. [7625 

AtR All letters relating to advertisements should quote the number at the end ol each advertisement, and the date of the issue. 

January 25TH, 1917. 

THE MOTOR CYCLE.— (Supplement iii.) 




15 4h.p. Bradbury, and coachbuilt sidecar, 2-speed 
N.S.J.. free engine, lamps, speedometer, ne^v 
extra heavy Dunlop on back, in splendid condition : 
trial; £28 -Perkins, Balfour St., Leicester. tX5078 

BKADBUET. 4h.p., N.S.TJ. 2-speed, new Dunlop 
tvres, spare tube, lamps, and pump ; trial here : 
f 20 ; exchange push bike and cash : write, or call after 
2 Saturday.— 6, Avenue Ed., Shepherd's Bush. [7471 

6h.p. Bradbury Combination, 1914^, engineer owned, 
3-speed countershaft, new rings, hand-foot clutch, 
Bpmng pillion, Cowev. lamps, horn, tyres goodj any 
trial here: £65.— JlfCuUoch, Tarr Cottage, St. Helens. 


B.S.A., 1917 models II and K. with sidecars, in 
stock.— Moss, Wem. ■ [X5060 

1Q12 SV.b.p. B.S.A., 2-speed, free, perfect; £25.- 
■LO 248, Bentley Ed., Doncast«r. [X5114 

CtOLMOEE Depot, 261. lleansgate, Manchester, for 
.' immediate delivery of B.S.A. [0798 


IQIS B.S.A., SVsh.p., clntch model; £22: 
-Lt/ condition.- 40, Lower Ed., Erith. 


EW B.S.A., chain drive, in stock; exchanpes quoted; 
£66.-Motor Eschange, Horton St., Halifax. [7647 

1Q15 4i,ih.p. B.SA., Bemj T.T., clutch model, in 
-I*-' good trim; £32/10.— Jones, Garage, Bioadway, 
MusiveU Hill. [7693 

B.S.A., 1913, 2-3peed, clutch, lamps, speedometer, 
splendid condition ; £30.— Carr, 35, Arlington ltd , 
London, N.W [7569 

B.S.A., 1916^,, 4^4^. p., 3-speed countershaft, coach 
sidecar, ridden 400 miles ; 60 gns.— 29, St. Leon- 
ard's St., Bow. [7585 

B.S.A., chain -cum -belt, 1917 model, nearly new, com- 
plete with lamps, etc.; £60 cash.— Sharman, Market 
Place, Brnckler. [X5089 

B.S.A., 1916. all chain, overhauled, all accessories ; 
£55; extended payments arranged. — Service Co., 
292, High Holboin, London. [X4986 

1 Q14|i> 4ir4li.p. Chain-driven B.S.A. , 3 speeds, kick 
-L«i' starter, excellent condition ; 45 gns., or ex- 
change.— 30, Talbot St., Burnley. [X5104 

B.S.A,, 1916, 4^h-p., cbain-cum-belt, almost new, fuL' 
accessories; owner- wounded, unable to ride; £55 
or offers.— Baton, 19, Belgrave Sq., S.W. [X4920 

B.S.A.. late 1915, chain drive. 3-speed, and ccnchbuilt 
sidecar, perfect condition, new Dunlops throu^li- 
out: £55.-89. St- John's Kd-, Wembley- [7515 

B.S.A., July, 1915, 4V,h.p., and Millford sidecar, 
mileage 5,200, complete, and spares, insured to 
July; ^70.— Kolok, Tariff Rd., Tottenham. [7526 

1Q17 B.S.A. in stock. Catalogues tree. Spare parts 
J-*y per return. lin. belts, as fitted by makers, 8/6, 
post paid.-All>ert J. Pitts, Eedditch. Tel.: 91 fX0529 

i Q13 B.S.A. 2-speed, two in stock, belt drive, also 
LiJ one chain drive, £30 each: deferred payments 
arranged.- Jones, Garage, Broadway, Musuell Hill. 


B.S.A. Model K, 1915, 4^.1h.p.. S-speed. complete witi. 
Campion coachbuilt sidecar (practically new) ; officer 
going abroad ; £50.— Staff Sergeant Clarke, 38, Mason 
St., Liverpool. [X4S77 

"IQ17 li.SA.'s, all models from absolute stock; cash 
J. «7 deferred, or exchanges, Douglases preferred. - 
Jones. Garage, Broadway, MuswelT Hill. 'Phone : 
Horosey 2562. [7702 

1Q16 B.S.A., chain drive. 3-speed countershaft gear, 
J-t/ and Phoenix coachbuilt sidecar, under 2,000 
miles, accessories; £63, or near.— 136, Ancona Bd,. 
Plumstead. S.E. [7627 

1 Q15 B.S.A., 4iih.p., 3-speed, clutch, kick start, with 
JLi/ smart coachbuilt sidecar and the usual acces- 
sories; £55- exchanges. — Newnham, 223, Hammersmith 
Ed., W. 'Phone: 80. [7554 

1Q17 B.S.A.'8, models H and K absolutely in stock; 
J-t/ also 1914 4 months' old model K. with 'No. 1 
B.S.A. sidecar, ail lamps, etc., a rare bargain, £67/10; 
deferred payments, exchanges.— Jones, Garage, Bioadwav, 
Muswell Hill. [7701 

TWO B.S.A, 1915 Models, 3-speed countershaft gear, 
kick start and free engine clutch, fitted with all 
accessories and ready for the road ■ 50 gns. each, guar- 
anteed.- Wauchope's, B.S.A. City Agents, 9, Shoe Lane, 
Fleet St., London. [7579 

B.S.A., 4i4h.p., Oct., 1915, countershaft 3-speed gear 
and kick starter, free engine, semi T.T. handle- 
bars, mileage under 2,500, fitted with coachbuilt Canoe- 
let sidecar, complete with 2 head lamps, etc., all acces- 
sories and spares, sporting outfit ; £57 ■ owner going 
abroad.— Box 661, c/o TM Motor Cycle. [X4923 

"D .S.A. latest new models can be delivered from \ 
-L' stock; chain drive model H, 3-speed countershaft 
gear, £66; chain-cnm-belt model E, £64; Montgomery 
sidecars in stock to fit from 10 gns.; your present 
machine can be taken as part payment. — Elce and Co., 
B.S.A. Agents, 15-16, Bishopsgate Ay., Camomile St., 
E.C. [0551 

B.8.A.'s, both 1917 models actually in stock ; de- 
ferred payments, exchanges; good prices paid for 
good second-hand up-to-date machines in part exchange- 
also in stock, 1916 model H and Swan sidecar, all ac- 
cessories, condition Al, £68/10.— Lamb's, 151, High 
Bt., Walthamstow, and 50, High Hd., Wood Green 
'Phones: Walthamstow 169, and Homsey 1956. [7503 



COLMOBE Depots, Birmingham, Manchester, and 
Liverpool, for Calthorpe motor cycles. [0799 

1 Q17 2^/th.p. Calthorpe-Jap, 2 speeds, and free en- 
-L O gine, brand new ; 38 gns.— 30, Talbot St., Bum- 
ley. [X5103 

CALTHOEPE, 1915, 2-stroke, new condition through- 
out; £22.— P. J. Evans, John Bright St., Birming- 
ham. [7679 

CALTHOEPE-J.A.P., 1915, 2^.p., Enfield 2-speed; 
owner on service; bargain, £18.-54, Hatherley 

Rd., Sidcup. 




TRIUMPH, 3I h.p., 2-speed countershaft, Sidecar ... £32 
INDIAN, 1913, 7 h.p., coach-built Sidecar, 2-speed . . . .*£39 

ZENITH, I9r4, 6 h.p., counterihaft clutch model £60 

RUDGE, rgis, 5-6 h.p. Multi, with Rudge Sidecar £46 

ENFIELD, 1912, 6 h.p., 2-speed, tmn, Enfield Sidecar £29 

RUDGE, igts, 3* h.p. Multi, coach-tmUt Sidecar *£33 

SCOTT, 1914, si h.p., 2-sp., and Scott sidecar chr^sis £4? 
ZENITH, 191 5, 3k h.p., twin, clutch, and C.B. Sidecar £49 

*. & M., 3i h.p.. 1913, 2-speed, C.B. Sidecar *£46 

JAMES, 4I h.p.. igi4, 3-spped, Emnress Sidecar . . . .*£55 
HARLEY-DAVIDSON, 1916, 7-9 h.p;,Bramble Sidecar.*£84 

SUNBEAM, igis, 3* h.p. Combination "SIS 

SUNBEAM, 1916, si h.p. Combination £851 


G.W.K., 1914, 8 h.p., just re-painted and overhauled £120 
G.W.K., 1915, 8 h.p., just re-painted, detach. whee!s*£165 

KNIGHT Junior, 1914, 11.9 h.p., sporting body •£145 

SINGER, 1913, 10 h.p., 5 lamps, just being overhauled- *£1 35 

SINGER, igr^ (late), ; lamps, dickey •£140 

HILLMAN, 19T5, 9-5 h.p., speedometer, little used. •£205 

MATHIS, igrt, 15 h.p., 5-seater, dynamo *£32S 

DAIMLER 38 h.p. i Landaulette, C.A.V set • 

SWIFT, igrs, rq h.p., dynamo, like new •£250 

SELSIZE, rgr2, 10-12 o.p., dynamo, being re-painted. ^£170 
M&XWELL, igir, 18 h.p., 4-seater, hood and screen. ^£40 

FORD. 1913, 20 h.p.. 5-seater. windscreen £60 

MORGAN, I9r3, 8 h.p,, hood and screen •£60 

SO 1.0 nfl'OUIMTS. 

DOUGLAS, 1915, 2j a. p., 3-speed, like new •£54 

DOUGLAS, igts, 2J h.p.. c-speerl, model V £4S 

lOUSLAS, rgi4. 2? h.p.. 2.5peed •£45 

DOUGLAS, W. O., t9i5, 2J h.p., 2-speed £4"i 

DOUciLAS, igi4, 2j h.p., 2-spefcd, and Kick-start ..•E4fi 

DOUGLAS, 1914, 2jh.p.. 2-speed, Lucas horn *£4I' riAMPIOIS"-J.A.P., Oct., 1916, 4h.p., 3-8peed SfTirmey- 

TRIUMPH, igi2, 3I h.p.. ciutch model, Bosch ^£28^^ Archer, only done 600 miles; owner nervotls; 

TRIUMPH, r9r4, 4 h.p., 3-speed, Bosch •£4B, lamps, tools, and Stewart speedometer; cost £75, sacri- 

TRIUMPH, 1912, 3* h.p.. Standard toimng ^£26 floe at f 60.— Gurnev, 93, Westgate, Grantham. [X6093 

TRIUWPH 1913, 3i h.p.. 3 soeed all accessories ...*£32 

TRIUMPH, I9r4, 4'h.p., 3-speed (late date) *£48 Chater-Fafnir. 

TRIUMPH, 1909, 3i h.p., delivered 12.12.08 £19 /~<HATEE-FAFNIE, SVih-p.. Urado gear, splendid 

TRIUMPH, 1914, 4 h.p., 3-speed, electric horn ^£41 > "O condition; £25, or exchange for good lightweight. 

trrOIAN, igi4, 7-9 h.p., clutch model, .speedometer . •ji4J I — Brvan, Grosmont, near Hereford. [X5144 

INDIAN, 1915, 5 h.p., 3-speed, excellent condition . .•£4S 

INDIAN, lgi4, 7-9 h.p., 2-speed, spring frame •£«] Chatei'.Lea. 

10 14 Calthorpe-Preciaion, 2-speed, thorough running 
J-if order, little used; £14.— Hilder, 16, Eeginald 
Rd., Bexhill. [X4694 

CALTHOEPE Junior, 1914: £15.— Tuke and Bell, 
Ltd., Motor Dept., Carlton Engineering Works, 
High Ed., Tottenham, N. [7467 

03.h.p. Calthorpe-Jap, 1915, only used one month, 
'^■t property of officer, perfect order; £22/10.— Eay, 
10, Elms Buildings, Eastbourne. [7611 

"1 Q15 Calthorpe 2-stroke, countershaft 2-speed, F.E., 
-Lt/ lamps, horn, Jootboards; bargain, £19; exchanges. 
— Newnham, 223, Hammersmith Ed., W. 'Phone; 80. 


CALTHOEPE-J.A.P., 1916, 2-Bpeed, Palmer cords, 
ridden 600 miles, economical ; exchange 4h.p. 
Douglas.— Eenyard, 9, Abbey Ed., Enfield, Middlesex. 


P. J. EVANS, Controlling Birmingham Agent.— All 
1917 Calthorpe models in stock, including 4-5h.p. 
combinations, lightweights, 2-stroke and 4-8troke.— Write 
for catalogue, 87-91, John Briglt St. tXS042 

CALTHOEPE.— P. J. Evans, Controlling Agent for 
Birmingham District.— 1917 models in stock for 
immediate delivery; Combinations, 2^.p., 2-speed 
models, also 2-strokes; write for list.— P. J. Eyans, John 
Bright St., Birmingham: [7687 

CALTHOEPE-J.A P.'s, 2-speed models in stock, 38 
gns.; deferred terms if desired; also a 1916 2-speed 
■J.A.P. model, with mirror, horn, cyclometer, special 
engine; £35/10.— Lamb's, 151, High St., Walthamstow. 
and 50, High Ed., Wood Green. Tels.: Walthamstow 
169, and Hornsey 1955. [7498 

- Campion. 

4 h.p. 1915 Campion Motor Cycle, new condition, done 
about 700 miles; £32.— W. J. Glenn, Ayston Ed., 
Ifppingham. [X5121 

INDIAN, 1914, 7-gh.p., T.T. model, very fast ^£41 

&,S.A ; 1914, 4 h.p., 3-speed, all chain .....•£4/ 

3.S.A., 1916, 4j h.p., 3-spped, mod. K., speedometer*£&0 
ENFIELD, rgii, 2.J h.p. twin, 2-speed, chain drive. .•fiM 

ENFIELD, igii, 2^ h.p. twin. Grado gear •filfl 

HUMBER, I9r4, 2I h.p. twin, light touring machine^£17 

NUMBER, r9t4, 3A h.p. 3-speed, water-cooled •£381 

CALTHORPE, i9r4"(late), 2.>. h.p.. 2-sp., 2-str '£22 

NEW HUDSON, 3.! h.p., 3-5peed, only done 1,000 miles.*£30 
IVY, 1915, 2.1 h.p., 2-stroke. Seiispray carburetter .... £16 

RUDGE Multi, tgi3 . 3i h.p. Senspray, very fast £33 

REX, 19T4, 4 h.p., 2-speed, and handle start £28 

PREMIER, 1913, 2i h.p single-cyl., line Ughtweight .. £14 

F.N., igi2, 2i h.p., 2-speed, shaft drive £17 

RADCO, I9r6, 2 h.p., single-speed, almost new £2Q 

Machines starred (*) are complete with lamps, horn, etc. 
1914 and 1915 DOUGLAS MACHINES bought for Spot Cash 

NEXM isir nnoDEkS. 

ROYAL ENFIELD, 3 h.p., twin, 2-speed £57 15 

ROYAL ENFIELD, 2i h.p., 2-speed, 2-stroke £44 2 

B.S.A., 4} h.p., 3-speed, all-cham, H, 1917 model . £66 

B.S.A., 4i h.p., 3-speed, belt, K, 1917 model £64 

B.S,A., 3i h.p.. Model D, T.T £52 10 

ROVER, rgi7, 3! h.p., 3-5peed, solo £69 10 

ROVER. igi7, 3S h.p., T.T., PhiUpson pulley ... £61 10 
LEVIS, 2} h.o., single-speed. Popular model (1916) £32 

COVENTflY EAGLE, 2-stroke, de luxe (1916) £37 15 

ZENITH, 8 h.p. clutch and countershaft £85 10 

A Few 1916 ROYAL RUBYS to Clear. Send for Lists ans 


I00§ 136 O. Portland St. London W 

^teohan^ -552 Moyfair Ulegrams^Mi^xtcke Wcsdo 

C HATER. 2-stroke, 4h.p., 2-speed, overhauled; 
£18/10; extended payments arranged-— Service Co., 
292, Hjgh Holboru, London. [X4988 


"I Q16 3V.h.p. Precision Engine, Chater-Lea frame, 
X.X9 T.T.' model, very sporty and Orand new, nevet 
been ridden; a real good, cheap lot, £27/10: first viewer 
will purchase.— Jones, Garage, Broadway, Muawell Hill. 


CLYNO 1912 6h.p. Combination; £35/10.— Motor 
Exchange, Horton St., Halifax. [7648 

CLYNO, 1915, 2Voh.p., mag., disc wheels, beauty; 
£25/10.— Wandsworth Motor Exchange, Ebner St., 
Wandsworth (Town Station), [7520 

CLYNO Combination, 6h.p., speedometer, spares, all 
accessories; £50; thoroughly overhauled at cost of 
£18.-68, St. Stephen's Kd., Hounslow. [7465 

CLYNO, 1914, No. 6 sidecar, recently overhauled, 
guaranteed; £65 ; extended payments arranged.— 
Service Co., 292, High Holboru, London. [X4989 

CLYNO, 5-6h.p., 2-speed. coach sidecar, speedometer, 
lamps, horn, and spores; bargain, £48.— W. and 
H. Motor Co., Ltd., 287, Dean-i^gate, Manchester. [7190 

CLYNO War Office Combinations for immediate de- 
livery from Colmore Depots, Birmingham and 
Manchester; inclusive price with spare wheel 100 gna. 


CLYNO (Sept., 1914) Combination, fully equipped, in 
grand condition throughout, extra C B . body for 
trade use, easily changed; nearest £60.— Pollard, Wragby, 
Lincoln. [X4909 

CLYNO, 1914, 6h.p., 3 speeds, double-seated Millford 
sidecar, lamps, horn, speedometer, accessories, 
splendid condition; must sell; accept £62/10.— E., 208, 
Camberwell Rd., S.E. [7614 


CONNAtTGHT, S-speed, free engine, clutch model, 
wicker sidecar, as new; any trial; or part exchange 
Ford car.— 7, Wyle Cop, Shrewsbury. [7621 

CONNATJGHTS.~1917 models in stock. I can give 
immediate delivery from stock of the well-known 
2-stroke, prices from 28 gna.* shop-soiled model, £27. 
—P. J. Evans, John Bright St., Birmingham. [7686 

MX. letters relating to advertisements should quote the number at the end of each advertisement, and the date of the Issue. mq 

2 2 Advertisements. 

THE MOTOR CYCLE.— (Suppi-EMEnt iv.) 

January 25TH, 1917. 




BIRMINGHAM Agent, P. J. Evans, John Bright 
St.— 1917 models of the famous Connaught 2- 

jtroke, standard 2^;'i-3h.p. models, either solo or with 
iidecar; miniature models, single or 2-speed countershaft 
jear; prices from 27 gns. [X5040 

Coventry Eagle. 

COVENTRY Eagle, 1916, 6h.p., 3-speed countershaft, 
coacli sidebar, and accessories; cost £100, little 
used, £69/10.— Motor Exchange, Horton St., Halifax 


CRESCENT, 1916, 2Vih.p., 2-speed, 2-stroke, £9 worth 
accessories, iucludiug speedometer, Stewaii: wainer ; 
cost £46, nearest £30.— Details, Fowler, Brooks' Garage, 
15, Llanover Rd., Plumstead. [X4906 


11 Douglas, exceptional condition ; £17.— 248, 
Bentley Rd., JJoncaster. tX5112 

DOUGLAS, 1912, clutch, 2-speed, Mck start, little 
used.— 5, Chutsworth St., Derby. (D) [X455'. 

IF You Want a Douglas, "visit or write The Walbro 
Garage, Ely. We have them. See below. 

"j Q15 Douglas, 23/ih.p., 3-speed, Lucas head and rear 
X«7 lamps, absolutely as new, ridden about 200 miles 
only; £48.— Below. 

1 Q15 Douglas, 2%h.p., 2-speed, p. and H. lamp, Lucas 
J-«J' rear, Lucas horn, footboards, and metal leg 
sliieltls, spare, tank for running on substitute; £44.— 

-| Q15 Douglas, 234h.p., 2-Epeed, P. and H. lamp, 
J- «-' Lxicas rear and Lucas horn, Stewart speedometer 
special large plated exhaust pipes, tyres almost new, 
very fast; £47.— Below. 

14 Douglas, 2^4li.p., 2-speed, T.T., all in splendit; 
condition, lamps, horn, etc.; £32.— Below. 

THE Walbro Garage, Ely, Gambs. 'Phone: '48. 
DOXTGLAS, late 1914, clutch model, various spares; 
£35.— Hnnter, Darlington Rd., F-erryhill. [X494', 

■JO 10 Douglas, single speed, as new; exchange or sel: 
-tt/ £19.— Singleton, 15, Eumore Rd., tiouth Norwood. 


DOUGLAS. 1913, 2 speeds; £30.~Smith, 16, Hav.^- 
stock Hill, opposite Chalk l-'arm Tube yt;ii 

"■QI2 Douglas, 2 speeds, footboards, complete i.... , 
-Ltf horn, numbers; £22,-— Cross, Jeweller, Rothci 
ham. [X5O70 

1 Q13% Douglas, 4,000 rev. engine, very fast, dim- 
X*/ 1 in 2'/n; £30.— Meeson, 35, Park St., Islington 
London. [759: 

"I Q14 Douglas 2-speed, lamp, horn, etc., tyres as 
-l-*7 new, splendid engine, fast; £39.— Gibb, Glou- 
cester. (D) [X504!: 
DOUGLAS, 2^/4h.p., £15/10: 1913 2-speed, £34/10- 
1914 2-speeds, £39/10.-Motor Exchange, Horton 
St., Halifax. [7650 

DOUGLAS, 1914, T.T., 234h.p., good tyres, in good 
condition throughout; £35.-.Tohn Chaplin, Ful 
bourn, Carnbs. [748'? 

DOUGLAS.— Wholesale and cetail West of Englan^ 
agents; write us your requirements.- Muffai 
Yeovil Tel.: 50. f585 

1Q13 Douglas, 234h.p., 2-speed, T.T. model, in fine 
X«-f trim, lamps, etc.; £29.— Jones, Garage, Broad 
way, Muswell Hill. [769'^ 

COLMORE Depots, Birmingham, Manchester, and 
Liverpool and Leicester, for earliest delivery ot 
Douglas motor cycles. [0800 

DOUGLAS, 2Yih.p., fine- order, new tyres, plating 
enamelling new, only wants seeing; £17.-14, Dod 
brooke Rd., West Norwood, [086f 

DOUGLAS, 1915? 4h.p., coach combination, faultier, 
condition; £60; part exchange entertained.— 12-3 
Walton Rd., Hampton Court. [X512-' 

23h.p. Douglas 2-Bpeed Model, fitted with a light side- 
4 car; the combination £30, guaranteed— Wan 
obope's, 9, Shoe Lane, London. [7580 

"jQ12 Douglas and Sidecar, both good condition, fasi 
-tt/ reliable marhine: rare bargMu, £26.-6, Lorenzt 
St., Pentonville Rd., King's Cross. [764- 

DOUGLAS, 1915, 254h.p., T.T., overhauled and re 
enamelled; £44; extended payments arranged.— 
Service Co., 292, High Holborn, London. [X499C 

1Q15 2^,4h.p. T.T. 2-speed Douglas and accessories 
-i-*J in good condition; £42/10 : seen any time.~ 
Bounds' Garage, 223, High Rd., Kilburn. [7479 

DOUGLAS Specialists.— Gibb, Gough, London Rd 
Gloucester. Gibb, the International Douglas ridei 
winner of numerous cups and gold medals. [221 "^ 

DOUGLAS, 1914. 234h.p.. 2-spe6d. T.T. bars, lamps 
and horn, fast, and reliable, good condition; £32 
or nearest ofter.— 97. Malvern Rd., West Kilburn. [7435 

1 Q15 Douglas, 2S^h.p., 2-apeed, Lucas acetylene lamy 
-*- *J front and rear, speedometer, , etc. ; £37/10, no 
offers; private owner.— 5, Raw Lane, lUingworth, Hali- 
fax, Yorks. [X5007 

DOUGLAS, 1915, 3-speed, Colonial model, perfect 
condition, all accessories, mechanical horn, tyres 
almost new ; seen any time ; £40, no offers.— Terry, jun., 
Odiham, Hants. [X4945 




ALLON, 2 -stroke, 2-speed £42 

B.S.A., 4i h.p., 3-speed, chain drive . '. £66 
B.S.A., 4I h.p., 3-speed, mode] K .... £64 
BROUGH, 3.'. h.p., T.T. model, 2-speed . . 60 gns. 

CALTHORPE, 2-stroke, ?-speed 33 gns. 

CALTHORPE-J.A.P., 2} h.p.. a-speed . . 28 gns. 

EKFIELD, 2-stroke, 2-speed 42 gns. 

ENFIELD, 3 h.p., twin, 2-speed 55 gns. 

ENFIELD, 6 h.p., Combia-stion 90 gns. 

ENFIELD, 6 h.p.- Combination, with 

Lucas dynamo hghtuiR set 105 gns. 

JAMES, 2-strol(e, 2-speed £42 

JAMES, 3), h.p., twin, 3-specd £69 

JAMES, 4} h.p., Combination £83 

NEW IMPERIAL, 2i h.p., 2-speed .... 39 gns. 
NEW IMPERIAL, 2* h.p., 2-sp., clutch 

and kick-starter 46 gns. 

ZENITH-GRADUA, 3* h.p, twin ....£62 


We speciilise in exchange trans9ctions, and will 
allow full value for yojr old Motor Cycle or 
Light Car in Part Payment for any new one 


The following is a sei-ction from our large stock 
0? machines of all types : 

CLYNO, 1914. 6 h.p. Combinatioc, Lucas 

electric lighting set, speedometer . . £6S 

JAMES, 1915, 2.1 h.p., 2-stroke, 2-speed, 

Lncas lamp set, rear lamp and horn £33 

ALLON, 1915, 2il h.p., 2-stroke, 2-speed £33 

MATCHLESS, 3913, 8 h.p., 2-spced, 

clutch, & kick-starter, all accessories £38 

ZENITH. 1913, 3,i h.p., Gradua gear ... £30 

PREMIER, 1915, 3i h.p., countershaft, 

3-speed geai, lamps, and horn.... £45 

CALTHORPE, 1915. 2ib,p., 2-stroke, 
2-speed, headlight, reor lamp, horn, 
and speedometer £28 

VINDEC, 1911, 5 h.p., 2-speed, headlight, 
rear lamp, horn and coachbuilt Side- 
car £22 

C HATER- J. A. P., 1912, 8 h.p. counter- 
shaft, 3sp. gear, nil chain drive,, and^ 
coachbuilt sidecar £45 

DOUGLAS 1915 2} h.p. War Office model £50 

ALLDAYS MATCHLESS, 1915, 31 h.p., 
coach-built Combination, — a-speed, 
lamps and bom £45 

TRIUMPH, 1914, 4 h.p., 3-speed £40 

JAMES, 1916, 2J h.p., 2-stroke, 2-speed, 

lamps, and horn £36 

B.S.A., 1916, 4:1 h.p., 3-speed, all-chain 
drive, lamps, horn, and Canoelet 
Sidecar £63 

ROYAL ENFIELD, 1914, 3 b-P-, twin, 

2-speed £32 

DOUGLAS, 19T0. 2} h.p., larap'= and horn £15 

CALTHORPE-MINOR, 1914, 2 h.p., 2-sp., 

?nd free engine £15 

CALTKORPE-J.A.P., 1915, ^f h.p., 2-sp., 

lamps and horn £30 

BROUGH, i9r6, sUi.p., T.T., 2-speed, 

headlifchts, rear lamp, speedometer £53 

NEW BMPERIAL-J.A.P., 2^ h.p.. T.T., 

model, 2-speed, Cowey speedometer £33 

Deferred Payments accepted for either New or 
Second-hand Goods. 


Official Repairers to 
R.A.C, A.C.U., A,A, & M.U. 

418, Romford Rd., Forest Gate, E. 

Telephone : 490 East Ham. 
Telegrams : "Egaraco, London." 



very fast, 


DODGLAS, 2-'S41i.p., 
plete with lamps. 



23/th,p. T.T., late 1913, 4,000, perfect, 
climb anything normal on tap;"t"rral; 
deposit; owner in army 18. months; .£33. — Newman, 
Cowpen HaU, Elyth. i;7512 

LATE 1914 STodel V Donglas, not ridden till 1915, 
in excellent condition throughout, complete with 
Lucas lamps and horn, full kit of tools, etc. ; £58.— 
Lewis, 65, Shakespeare Av., Bath. . [7644 

1 CI13-14 2%h.p. Douglas, clutch, lamp, new tyres, 
J-t7 Stewart horn, special engine and carburetter, 
just overhauled; bargain, 33 gns. : guaranteed.— Curtis, 
St. Cuthberts, Norwich Kd., Thetford. -[X4961 

DOUGLAS, 1914, 2%h.p., T.T., machine little used, 
in excellent condition, 2 Lucas lighrmg sets, horn, 
spare belt, knee-grliis. etc., tank red and black; £38.— 
(jiosse, j'erus, Southend At., Dajlington. [X.470f 

T>IDER TBOWABD'S, 78, High St., Hampstead.- 
XV 1912-13 T.T. Douglas, 2-speed, perfect, 24 gna. ; 
1913 Douglas, new 1914, 2-speed, clutch, kick start, 
thoroughly overhauled, new tyres, fast, 32 gns. [7541 

nearly new, W.D. model, corn- 
horn and tools; £57/10; easy 
purchase terms if desired; exchanges entertained.— 
ilarrods, Ltd., Motor Cycle Dept., Basil St., Brompton 
Rd., London, S.W. [7462 


COLMORE Depot, 31, Colmore Row, Birmingham, 
for immedinto delivery of Enfields. [0801 

ENFIELD, 1916, 6h.p., and sidecar, as new, gnaran- 
leed; £78/10; este.T-ded payments arranged.— Below. 

ENFIELD, 3h.p., done 120 miles onlv, unscratched, 
speedometer; £52/10; extended payments arranged. 
-Service Co., 292, High Hoiborn, London. [X4992 

ENFIELD 1916 6h.p. Combination, little used, guar- 
anteed perfect, with aoceesories; £75.— Moss, Wem 


ENFIELD 3h.p. Twin, 2-speed, tree, pedal start, ^uua 
order, fast; £20.-14, Dodbrooke Rd., West Nor- 
wood. [0878 
1 QI7 6h.p. Enfield Combination and accessories, as 
J-i' new; £85: seen any time.— Bounds* Gajage, 223. 
High Rd., Kilburn. [7480 

ENFIELD, 8h-p., 1914, sidecar, and 3 lamps, speed- 
ometer; £55; good condition.— Collyer, 286, High 
Rd., Wood Green, N. [X5122 

I71NFIELD 1912 6h.p. Combination, good ooudition, 
-i fast, absolutely reliable; £35.— The Cottage, King's 
Head Hill, Chingford. [7533 

ENFIELD 1916 6h.p. Combination; a bargain, 
£69/17/6.— Wilkins, Simpson, and Co., 11, Ham- 
niersryith Rd., London. [7491 

3 h.p. Twin Entield, Bosch, B. and B., good tyres, 
needs little attention ; first £20 secures.— Gunning. 
H.M.S. St<ir, c/o G.r.O. [7452 

6 h.p. Royal Enfield 1913 Combination, in very fine 
order; ^45.— Smith, 16, Haverstock Hill, oppo- 
site Ohalk Farm Tube Statmn. [7637 
BIRMINGHAM ContfoUiug Agent, P. J. Evans, John 
Bright St.— 1917 Enfield models actually in stock 
! for immediate delivery.— See below. 

I 1 017 Bh.p. Enfield Coaclibuilt Combination, with 
I XJ/ apron and mat, 2 speeds, clutch and starter, 90 
gna. ; extra for hood and screen. £4/19: Lucas lighting 
set, 15 gns. ; 8h.p. engine, £2 extra.— Below. 
"I 017 3h.p. Enfield, solo or sidecar mount, 2 speeds, 
JLtf clntch. and kick starter; 55 gns. ; sidecars from 
[ 7 gns.- Below. 
lCil7 Enfield, 2-stroke, 2l^h.p., 2 speeds, with free 
J-tj' engine, clutch, 42 gns.- P. J. Evans, John Bright 
St., Birmingham. [X503a 

' 1 Q13 3h.p. Royal Enfield, 2-speed, kick starter, lamps, 
1 XJ/ horn, tools, etc., good tyres and condition; £27.— 
Turner, Weatbourne House, Twickenham. [7447 

1 014. Enfield Combination, speedometer, horn. Major 
XI/ F.RS. set, sidecar and tail lamps, recently over- 
hauled; £55.— Scott, High St., Westerham, Kent. [7518 
1 Q16 Enfield, 6h.p., sidecar, 2-speed. competition ma- 
Xt? chine, guaranteed 60 m.p.b. ; 63 gns. ; very sport- 
ing,— 245, Hammersmith Rd.). London, W. [7509 
"I Q16 Enfield Combination, very little used, £82/10; 
JL^ also 1913 14 Enfield coachbuilt combination, 
£57/10.— Collier^s Motorics, Deal St., Halifax. [7652 
IQ 15^/1 6h.p. Enfield Combination, speedometer, horn, 
Xi? lamps, onlv run 1,500 miles.- Best offer to 
Walters, Grasmere, Eversley Rd., Sketty, Sivausen. [7181 

ENFIELD Combination, 1916, eh.p., 2-speed, with 
lamps, horn, etc., splendid condition ; £78.— Elce 
and Co., 15-16, Bishopsgate Av., Camomile St., E.C. 

INFIELDS.— Birmingham Controlling Agent, P. J. 
Evans, for immediate delivery nil models : Com- 
binations and Solo mounts.— 87-91, John Bxiglit St. 

"IQ15% Enfield 3h.p. Twin, kick starter, overhanied, 
Xt/ not ridden past six months, good lamps, no gener- 
ator ; £25 : seen by appointment.— Surveyor, Qakdene, 
Rottingdean. [X4699 


ENFLELD Combination, 90 gns. ; 3h.p. twin, £57/10; 
2-speed, 2-3troke, £45 ; delivery from stock.— 
Exeter Motor Cvcla Co., Ltd., Bath Ed., Exeter, itnd 
Tavistock Ed..- Plymouth. EOSSa 

ENFIELD 1913 Combination, less bodr, 6h.p. twin, 
Bosch, 2 speeds- (countershaft), speedometer; great 
sacrifice, 29 gns-. ; exchanges.— Wandsworth Motor Ex- 
change, Ebner St., Wandsworth (Town Station). [7521 

A20 All letters relating to advertisements should auote the number at the end oi each advertisement, and the date of the issue. 

February 1st, 1917. 


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AUSTEALIA— Gordon & Gotch, Ltd., Melbourne (Victorial. Sydney (N.S.W 1, Briibao3 'Queensland). Adelaide 'S.A.l. Portb 'W.A.), and Launceston (Taamani'al. 
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Who should hold Driving 
Licences ? 

THE action of the Northamptonshire Licences 
Committee in making a representation to 
the Home Office and Local Government 
Board urging that it sliould be made 
impossible to grant - driving licences to 
obviously incompetent persons, such as those 
suffering from blindness, deafness, etc, has 
brought strong protests from motor cyclist 
readers. Whilst the committee are undoubtedly 
right in recomm.ending that some discrimination 
should be made in granting licences to blind and 
limbless people, they are surely ovsr-stepping the 
mark when they specifically include those who 
suffer from deafness. Many successful motorists 
of the present day are deaf, but no real danger 
to other road users has been proved on account 
of that affliction. 

One of our correspondents, " SW149," points 
out a glaring inconsistency in this matter, viz., 
that where'as efforts are, on the one hand, being 
made to provide motor vehicles for men incapaci- 
tated in the war by arranging the controls suit- 
ably for men who have lost an arm or a leg, on 
the other we have an authority (?) actually urging 
that licences be withheld from people who are 
deaf. Persotially, we do not see how a deaf man 
can be a danger to others if he drives carefully — 
and all who do not drive carefully are a danger 
whether deaf or not — and there can be no 
possible reason for refusing him a licence. A 
man does not steer by ear or avoid a collision 
because he hears another vehicle. It is bad 
policy to trust to the ear at a blind corner or 
dangerous cross roads, 'for even a man whose 
hearing is acute mav fail to detect the sound of 
an approaching vehicle for a variety of reasons. 
A deaf man may occasion some delay to those 
who are overtaking him on a narrow road, but 
this difficulty can easily be removed by the use 
of a mirror on the handle-bar, and it cannot be 
said that deaf people are the only sinners in this 

Will New Motor Cycles be Cheap 
after the War;? 

OF all the absorbing problems which con- 
front the motor manufacturer to-day, 
none is more engrossing than the ques- 
tion of prices after the war. It is not 
remarkable, perhaps, that there are con- 
flicting views, one school being of opinion that 
it will take years before the prices of raw 
materials descend to their pre-war level, as well 
as.noiTnal cost of living, which factors alone will 
prevent any sudden decline in the price of new 
motor cycles as compared with those e.xisting at 
the outbreak of war. The other school — and 
it is a strong and representative body — can 
see nothing but quantity production \vith the 
most modern labour-saving devices on the most 
advanced system, which they contend must in- 
evitably lead to an all-round cheapening of 
manufacture with a corresponding reduction in 
selling price. But even this section does not 
anticipate any drastic reduction in the selling 
price of the highest class machines at any rate. 

We have reminded our readers on previous 
occasions that the lavish equipment of munition 
works with the latest types of machine tools 
. — many admittedly unsuitable for motor work — 
and t-he many new .engineering factories erected 
since war broke out which will be seeking a new 
channel for their energies when this dreadful 
war ceases, must have their effect upon the 
question under discussion. The lightweight — 
particularly the two-stroke — offers the best 
possibilities for cheap and rapid production, and 
we feel that we shall not be far wide of the 
mark when we suggest that ^£20 lightweight 
motor Gycles produced on a quantity basis will 
be no novelty when peace returns. The light- 
weight is an excellent stepping stone to the more 
ambitious and completely equipped motor 
cycle, so that the advent of the lov/-priced 
lightweight should not meet with disfavour horn 
sections not interested in it from a manufac- 
turing point of view. 

An Index to the advertisements in this issue will be found on the page facing the back covep. 


FEBRUARY ist, igij. 


How a Reader fitted his 3| h p. Zenitii with a Fool-starter for Use with a Sidecar. 

ALTERATIONS and improvements which can be 
carried out by motor cyclists themselves in 
their spare time always seem to me to be of 
more than usual benefit to the general rider, and 
incidentally in The Motor Cycle dated January i8th 
a correspondent raises the question as to the possibility 
of fitting a kick-starter to a 6 h.p. Zenith. 

As I have recently carried out such an alteration 
to a 3 J^ h.p. machine of this make, which I purchased 
second-hand, it may be of interest to other Zenith 
riders if I give a brief description and rough sketche? 
showing how it was done. 

The only suitable place I could find was on the 
timing gear side, between the front and back footrests. 

My magneto is gear driven, so I removed the inter- 
mediate wheel next to the magneto, and also the pin 
carrying it. One revolution of this wheel equals two 
and a quarter engine 

The alterations to this 
wheel were as follow. 
A lin. hole was bored 
through the centre of the 
wheel C, and in this was 
placed a bush D, which 
was turned with a thin 
flange, and on the back 
of it a small boss was 
left to replace the 
original boss on the 
wheel, which disappeared 
in the boring process. 
The flange was then 
riveted to the web of the 
wheel, the rivets at the 
back being countersunk 
and finished off flush with 
the flange. 

The pin B was next 
made and fitted in the 
timing case to replace the 
short pin removed. This 
should be an easy fit in 
the bush D, and should be case-hardened to prevent 
seizing. The oil holes in the bush D and a large groove 
were necessary, owing to length of bearing surface. 

A pinion A having twelve teeth j4in. pitch was 
next tapped lin. thread to screw on to the bush D. 

The aluminium timing gear cover was next cut as 
shown in the sketch of the external arrangement, 
and a steel plate, cut to shape as shown, was carefully 
fitted — special care being taken to make a good joint 
to prevent loss of oil from gear case. The steel plate 
was necessary to withdraw the weight on the pedal. 

A hole i^in. diameter was next carefully cut in 
the aluminium half of the cover to allow the bush D 
to revolve without touching the cover. A brass dis- 
tance piece, sufficiently thick to prevent the teeth of 
the wheel C touching the cover, was slipped on 
to D. This completed the actual alteration to 

5kefcb sboMDg Exferual 

frorj' of mikclbine^-^ 

Web.faced op Cij 
iz deepib fete 
fl, - 

^lot for 
screvr driver 

An old pedal crank and chain wheel were next taken 
in hand. The chain teeth rim was removed from the 
three arms, and a piece of steel plate ^in. thick was 
cut to the shape shown and fitted to the arms. Four- 
teen teeth were cut and filed up to shape, the rest of 
the periphery being reduced to clear the wheel A. 
I find these fourteen teeth driving on to the twelve 
of the wheel A give about two and a half revolutions 
of the engine ; and the position of the crank shown 
in the sketch is the best position for starting the kick. 
In place of the pedal I have a roller 4^in. long on a 
^in. pin. A flanged pin G to suit the hole in the 
crank completes the necessary parts. 

The Assembling Process. 

The pin B having been put in place, and the lock 
nut securely tightened up, the wheel C is put in its 

place (making sure first 
that the magneto timing 
is correct). The alu- 
minium half cover is 
placed in position, care 
being taken that the 
brass distance piece is 
just free when the cover 
is pressed home to the 
timing gear easing. The 
wheel A is now screwed 
on to the projecting bush 
D. Place the steel cover 
on its four studs tem- 
porarily to mark off posi- 
tion of the flanged pin 
G. The top of this 
flange should come up to 
the top of the steel cover, 
so that the crank clears 
the ground. By holding 
the quadrant F in gear 
with A the exact centre 
for G can be marked on 
the steel cover. G is then 
attached by six ji'm. 
steel plate, the ends of 

^ Joior /b be ./ell fiHed ij-here 

^i^^^** aleel Soluinirsiumoo^cro nieef 

Loose hr&sa nni 
oiaRisce piece ' 

fl. PIDIOO, 12 feet'tii „ 
Pitob' Iffeh circle 191 dia, 
f.QuAc!rB,nTu)iH3 14 
tceTb %fcb Fifeb 
circle 5.41"dia L!^s^ 
tbolb xYoht clearof 
PCiaheo orfepk readies 
boTibm poffllion 

Clearance IbprarenT 

overnufo _ ^. . nii. t~ 

OKelcb dtxmna nller&Eo 

fowbeel X 

cheese-headed screws to the 
the screws being filed off flush. 

The steel cover can now be put in place and secured 
with the four nuts. (In my machine it was necessary 
to file a bit of flange G away to clear left-hand top nut,) 
This completes the job, and results have justified the 
time spent on it. 

To start up I slide the quadrant on to the pin G, in 
the position shown, kick down to the bottom, and draw 
quadrant off when engine is running, and replace 
it in sidecar. (I never ride solo, but in such a case a 
clip could be fitted to machine to carry quadrant.) 

It will be seen that when the pedal is at the bottom 
of the stroke the last tooth of the quadrant is clear 
of the wheel A, so no free-wheel arrangement is neces- 
sary. It is hardly needful to say that the quadrant 
and also the pinion teeth should be case-hardened. 


FEBRUARY ist, 1917. 




^- %. bu -Iccic 

Petfol Filtefs. 

nK^l a little doubtful about the wisdom of 
mounting petrol filters just below the petrol tap. 
If really substantial bases or sockets for petrol 
taps were firmly fixed in tank bottoms the case would 
be different, but in present practice the average petrol 
tap is so lightly mounted in the tank that it will not 
stand a lot of spanner work even in careful hands, 
and is very apt to be ripped out or loosened by the 
average duffer operating a large adjustable spanner 
rather carelessly. My own filter has just choked, 
and I had to work very gingerly indeed with two 
special spanners in order to remove it without damag- 
ing the flimsy mounting of the petrol tap. 

Some Cases in Point. 

SOME advertising matter to hand, describing the 
new Woolf graphite lubricator, tells some 
amazing yarns about the efficiency of graphite. 
It is said that in one of the big. car races in America 
in 1916 a driver who broke his crank case sump and 
'lost all his oil raced for several miles on the smell 
of oil remaining in the engine, aided by powdered 
graphite inserted through the sparking plug holes. 
Or, again, that a motor car, deprived of all its cooHng 
water by an accident to the radiator, was driven home 
with graphite added to the lubricant. Or, again, that 
.graphite is the only possible lubricant for automatic 
composing machines in printing shops, which melt 
metal to form their type. I cannot vouch for any of 
these yarns, and American papers print some tall 
stuff. Anyhow it is beyond contradiction that at least 
one manufacturing firm builds its hopes of dividends 
on the elimination of oil from many motor car bear- 
ings, including some engine bearings, for its speciality 
takes the form of phosphor bronze bushes, the grooves ■ 
of which are filled with compressed graphite instead 
of being left empty for the oil to travel along them. 

The "Woolf Graphite Lubricator. 

NY readers who wish to form their own opinions 
can choose between two methods of employing 
graphite. They can either buy a small tin of 
Oildag from their accessory dealer and mix it with 
the o3, or they can get the Woolf lubricator (handled 
in this country by Jarvis Bros., Middlesbrough). It 
takes the form of a fair-sized screw-down greaser with 
a shut-off tap at the bottom, and is mounted m the 
inlet pipe of a car or cycle engine. Once every fifty 
miles the tap is opened whilst the engine is running, 
and sufficient graphite is inhaled to last the engine 
for the distance indicated. The vendors make a great 
point of the value of introducing the graphite at the 
top of the engine, but I personally question whether 
the device scores in any other respect than that of 
saving the trouble of stirring graphite into the engine 

oil. The patent lubricator is obviously the quickest 
way of getting a good supply of the stuff on the 
cylinder walls ; but if graphite is stirred into the oil, 
it must reach other parts of the engine more speedily 
and satisfactorily ; and my own experience is that the 
connecting rod bearings are usually the parts of a 
motor cycle engine where lubrication is least perfect, 
and — ^in careless hands — most precarious. It is 
possible that the Woolf device is selling well in 
America, because it meets the peculiar case of the 
Ford, the magneto of which would be shorted if 
graphite were stirred into the lubricating oil, but in 
any case it is a handy fitting for graphiting cylinders. 

Sparking Pltig Coolers. 

THE inventor of the Fletcher spa'king plug 
radiators takes exception to my remarks on the 
unsuitability of his lower radiator for use on 
engines which have clearance only for a midget plug 
under tlie middle tube of the frame. As soon as 
materials are available in quantities, he hopes to 
market several styles of radiator, adaptable to any 
engine or any plug. It is, however, true that his 
sample radiator, as submitted to me, is inapplicable 
to engines which can only take" a midget plug, and 
have no clearance for a tube spanner to be slipped 
over the plug. A King Dick can be used on a standard 
plug, as its hexagon barrel will protrude above the 
dished fins of the radiator. The Fletcher patents 
cover the application of detachable radiators to valve 
caps, compression taps, and compression release valves, 
as well as to sparking plugs. 

Post-war Petrol Taps. 

EN a recent issue I said some hard things about 
petrol taps, which have been a nuisance to motor 
cyclists for years past. They have almost always 
leaked, and their tapered plugs are apt to jam or 
seize in the seating. It was rather shortsighted of me 
not to realise that the immense dangers of petrol 
leakages on airships, aeroplanes, and motor boats were 
bound to lead to improvements, and I have just 
received a sample of a post-war tap. I must not 
describe it in detail for the present, but I may say 
that it has a flat circular seating, as large as a shilling, 
and faced with a special material. When tightened up 
so firmly that leakages are impossible, the tap opens 
and shuts as if it were on ball bearings. It is obviously 
an immense improvement on the old styles.; if it has a 
drawback, it is that the petrol has to pass through two 
right-angled bends, so that any obstruction must be 
cleared by taking the tap to pieces, seeing that a wire 
cannot be pushed through it. However, if makers 
give us a smooth working tap whicli does not leak, it 
will be up to us to see that no dirt enters from the 
tank, and gauzes under the filler cap should ensure 



FEBRUARY isi, igij. 


Some Observations on the Mechanical Details. 

Successfully Used, 

Aluminium Alloy Pistons 

MECHANICAL DETAILS OF THE MATCHLESS 5-6 h.p. FLAT FWIN ENGINE, 70 mm. x 95 mm. = 732 c.c. 

(1) Arrangement of valve (2) Part section and side elevation of the engine. (3) Vertical section on centre 

gear, and cam operation of line, showing magneto drive and 

lubricating pump. oil sump. 

IN the issue of Tlie Motor Cycle for November 
i6th, 1915, we published a full description of 
the new Matchless sidecar combination, and as 
the power unit is a distinct departure for this firm 
a few observations on the mechanica.l details and 
minor points of design will undoubtedly be of 
interest to our readers. The bore and stroke of this 
new engine are 70x95 mm. =732 c.c, and the 
makers' rating 5-6 h.p. 

One of the latest innovations is the adoption of 
aluminium alloy pistons, which, so far, Messrs. 
Collier and Sons, Ltd., have found to be most 
successful. These pistons are provided with two 

rings, and in the skirt a scraper ring is fitted, which 
allows increased oil pressure to be used without 
the accompanying disadvantage of oiled plugs. Each 
piston weighs only 18^ oz., including the rings, and 
is longer than the pistons usually employed in motor 
cycle practice, being 3gin. in length with a bore of 
2|in. This unusual length of piston is found neces- 
sary when aluminium alloy is used. There are six,' 
ribs underneath the head and an annular rib joining 
the two bosses taking the gudgeon pin, the object 
being to strengthen the piston, to radiate the heat 
from the piston head, and to preserve its truth by 
preventing distortion. 

' .S^^ .iJ&.u.«,.li.«_y,% t »»^B^E»A.J^XJi 

Timing gear side of the new 5-5 h.p. flat twin Matchless. 
Observe carburetter hot air collector, and position of dynamo and 
its enclosed drive. 

The engine with magneto drive and timing gear cover removed. 
The oil inspection window and also the feed pipe from the sump 
are discernible. 

FEBRUARY ist, igij. 

The IVIatclile£.s Flat Twin Engine. 

The connecting rods are somewhat short, 
being 7 in. in length, tliis . having been 
found necessary to keep the horizontal 
twin engine within reasonable dimensions. 

The compression, though not abnormally 
low, is somewhat less in the case of this 
engine than in average touring types. All 
bearings are plain, as it has been fdund 
that with the forced system of lubrication 
ball bearings, which are usually adopted 
in flat twins to overcome the difficulty of 
lubricating, are not necessary. 

The idea of fitting overhead valves was 
given up, as it was found that this 
would have involved an engine of too 
great a length, and the present system is 
more convenient. As regards the valve 
gear, experiments are being made with 
fibre timing wheels, a special kind of 
fibre, which is claimed to withstand both 
heat and oil, being employed. The valve 
guides of case-hardened steel are forced 
into the cylinders, and have the advantage 
of possessing excellent wearing qualities. 


The L/ubrication System. 

To revert to the lubrication system, it 
was found desirable to fit a large sized 
pump, the surplus being returned by a by-pass, as 
a smaller pump, though large enough to carry out 
its duties eff'ectively when the engine was warm, 
would not act efficiently when the oil was thick and 
cold. The present plunger feeds the lubricant well 
at all speeds. The main bush is provided with an 
annular , groove and a passage leading direct into 
the flywheel boss, 
.so that any excess 
of oil is carried 
via ^ this passage 
to the chain case. 
There is a plug 
on the cylinder 
head, the same size 
as the valve caps, 
through which the 
engine may be de- 
carbonised. This 
appears to be an 
excellent feature. 

Provision for 

A large space is 
left between the 
cylinder and valve 
Dorts, while, the 

Front view of the latest 
Matchless, showing the 
sensible leg shields, which 
are extended under the 
engine and gear box, as 
shown in the lower illus- 

The newly-designed 5-6 h.p. Matchless, which has a three-speed countershaft gear box 
and transmission by totally enclosed chains. 


longitudinal fins are - excellently finished, 
and are a fire example of founders' work. 

In the latter design the bosses for the 
compression taps have been discarded, as 
it has been found that the engine never 
gums up, and an injection of petrol is quite 
unnecessary. Owing to the excellently 
balanced flywheel and engine throughout, 
no transmission shock absorber is considered 
necessary. Messrs. Collier and Sons have 
found that in practice the side-by-side valve 
engine is smoother running than an engine 
fitted with overhead valves. 

Valve Covers. 

The accompanying drawings give a clear 
idea of the general construction of the 
unit, showing one of the valves in section, 
and over the other the valve spring pro- 
tector, which is of telescopic pattern. A 
good idea of the long piston can 'also be 
obtained, as well as the shape of, tlie 
radiating fins. The vertical section of the 
engine shows some interesting features 
of the lubrication system ; for example, 
the size of the oil sump, the gauze at the 
base thereof through which the oil is 
drawn, the oilways cut in the main bear- 
ings, and the space referred to showing 
how the excess of oil from the right-hand bush is 
led into the recess on the flywheel boss, allowing the 
oil to leak into4;he chain case. 

Interesting Cam Design. 

The drawing of the timing gear is also interesting, 
showing the single cam actuating one exhaust and 

two inlet valves, 
and the cam- 
actuated plunger 
pump, together 
with the by-pass. 
Between the two 
exhaust levers is 
a separate cam, 
which is employed 
for lifting the 
exhaust valves. 
The Matchless flat 
twin is certainly 
an engine possess- 
ing novelty and 
originality, and we 
hope, and expect, 
to hear a great deal 
more to its credit 
in the near future. 

Piston Ring Pressure, 

A WRITER recently stated in The Automobile 
Engineer that he had investigated with a 
3J^ h.p. engine the pressures exerted on the 
cylinder walls by the piston rings. The original rings 
of the engine used exerted a pressure in the test of 
normally 11 lb. per square inch. For experiment he 
substituted a weaker set giving a pressure of 8 lb. 

per square inch, with the result that an increase of 
five miles an hour road speed was obtained. Tests of 
this sort, though exceedingly interesting, need to be of 
a very exhaustive nature if useful information is to be 
obtained from them, and the question of piston ring 
pressures is undoubtedly one of sufficient importance 
to warrant full investigation. 


FEBRUARY ist, 1917 

A Commentary based upon Practical Experience and a Study of Overseas Opinions. 

IT is somewhat surprising that Overseas riders have 
not taken more favourably to the lightweight. 
Members of The Motor Cycle staff are not with- 
out fairly wide expsrience of riding conditions in 
pioneer lands, and our opinion on this subject was 
endorsed a few days ago by a Colonial rider who has 
figured in many endurance tests in Australia and else- 
where. His opinion and ours is that the fitness of 
the lightweight is not sufficiently realised by the 
majority of Overseas riders, and that the firmly rooted 
idea that weight and power are necessary for pioneer 
roads is more or less erroneous. 

Almost every Overseas rider is familiar with the 
tiring work of handling a heavy solo mount on really 
bad roads, where it is very often necessary to walk, 
run, or push. When in the saddle the physical strain 
of holding up a heavy machine on deep mud or over 
ruts is really very considerable, whereas it requires 
very little effort to hold up a lightweight amidst the 
most trying conditions. 

Where Revision is Necessary. 

Generally speaking, the modern lightweight is as 
well off for power at low speeds as the heavy twin- 
that is to say, it will go anywhere the twin will 
go. On account of its lightness it is nothing like 
so susceptible to wheel spin, side-slip, etc., and con- 
sequently is just as able on gradients. As regards 
speed it is no great guns, but on bad roads this is 
of no consequence, while on ordinary mediocre going 
there is little in it. 

Many present-day lightweights fall short of Overseas 
requirements on various points of construction and 
design, but this by no means condemns the class. 
Others are as sturdily built and just as capable of 
standing rough usage as the best heavyweight. During 
the lightweight revival it is to be feared that the 
tendency was towards the production of a cheap - 
machine, and it is difficult to say even yet whether any 
real degree of permanency has been attained. Stronger 
front forks with more efficient springing, heavier 
wheels, greater efficiency in mudguarding, and more 
substantial mudguard attachments are poiots which 
generally need revision, while it goes without saying 
that nothing will be more influential in establishing the 
universal popularity of the lightweight than some 
efficient system of rear springing. 


REGULARLY we receive letters from Overseas 
readers asking for advice on the subject of 
purchase, but it is impossible to answer such 
enquiries in a helpful way unless we happen to have 
some knowledge as to the local conditions concerned 

A small flat twin, for instance, or even a baby two- 
stroke, may give perfect satisfaction to a reader at B, 
but at C, only forty miles distant, anything short of a 
chain-driven twin would be practically useless. 

So much IS obvious on the face of things, and in 
the construction of the ideal Overseas mount no fixed 
rules can be laid down with regard to size of engine, 
type of transmission, and so on, as many readers 
attempt to do. Each type of machine is good in its 
own particular sphere, and, bearing in mind that the 
novice and prospective purchaser is ever with us, we 
cannot ram home too firmly the advice — if you have 
any choice in the matter, study the various types of 
machine and decide what power and transmission is 
most suitable for your locality. Half the grumbles we 
receive are the result of injudicious choice, not to any 
actual shortcomings in the machines. 

Here we have a very prominent reason for American 
success Overseas. In England numerous types and 
powers of motor cycles are produced, while in 
America, practically speaking, only one type is 
generally recognised. It is undoubtedly a good type 
for use in pioneer lands, but it is unanimously agreed 
that for superlative workmanship and durability there 
is nothing to equal the British production. And whyij 
we so often hear the British machine unfavourably com-j 
pared with the American is because the Overseas buyer,! 
determined to make a patriotic purchase, has before! 
him a selection of types, and is likely to buy quite thel 
wrong machine for his work. 

The Bran I'ie of British Productions. 

Let this point be clearly understood. The American j 
is built in a land of rough roads and great distances, 
and it is more or less standard as to type. Large, low ] 
compression engines and a positive drive are recognised 1 
as the general thing, whereas in England it is difficult} 
to point out two machines among the 250 differentj 
models produced that do not differ considerably in some] 
vital point, and it sometimes requires skilled judgment! 
to decide which design is best suited to one's individual] 
requirements. Even in England, where local condi- 
tions do not prevail to any extent, we realise the likeli- 
hood of obtaining possession of a machine which may] 
fall short of our own personal requirements, and so - 
the Overseas purchaser, though he has not the range ■ 
of choice before him that we have at home, is more , 
likely to go wrong when he plunges his hand into the ' 
bran pie of British productions than if he grasps ; 
the tin soldier from the well-illuminated shelf of the ' 
American sale stall. 

There is, of course, no denying the fact that a fewi 
British machines are quite unsuitable for use in! 

FEBRUARY zsi, 1917. 



Overseas Section. — " 
''. pioneer lands, but it must be borne in mind that in 
1914 the vast possibilities of Overseas markets were 
" only just becoming realised, since when the numerous 
'lessons qf the war have been taken to heart in a 
■ manner which would never have been brought about 
'_ by a decade of Overseas grumbles. To-day the British 
- motor cycle industry is fully alive to the fact that 
when peace conditions return every effort must be made 
to expand Overseas sales, and this can only be done 
by proper supervision of sales departments and by 
offering suitable machmes. That many leading makers 
are giving Overseas requirements their serious con- 
sideration we are convinced, and there is no doubt 
.. that the outcome of present day experience in the way 
■' of building machines to stand every degree of rough 
usage will settle all question as to the durability of 
foreign competition. 



T will be recalled by many of our readers that at the 
outbreak of war The Motor Cycle was making plans 
for the organisation of an Overseas trial — that 
is, a trial over a freak route in the British Isles, as 
nearly representing pioneer conditions as possible. 
The idea was gree.ted with some enthusiasm, and the 
event promised to be one of the greatest interest and 
usefulness — so much so, indeed, that, when peace, 
returns, a trial of this sort will probably become a 
standing item on the annual programme. With manu- 
facturers fully alive to the importance of Overseas 
markets, and with one or two American or Colonial 

A Selection of Letters from Readers scattered all over the World 


AS usual, we append a few Overseas opinions 
gleaned from our letter-box. Unfortunately 
space does not permit our using many of the 
suggestive and interesting letters we receive from Over- 
seas readers, but their non-appearance must in no way 
be taken as a reflection on their interest or usefulness. 

riders accustomed to rough roads to toe the line with 
the rest, there is no doubt whatever that such a trial 
would be very keenly contested, and prove instructive 
to all concerned. 

The war, however, is providing a trial of a more 
searching nature than coulci ever have been brought 
about by the ordinary course of events, and its general 
effect will be towards producing an ideal machine for 
Overseas use. The unrelenting test of two years of 
the most sti'enuous usage to v/hich a machine could 
be put has proved defects in construction and 
design which few manufacturers realised, and, more- 
over, the men who are now using machines at the 
Front will, on returning home, make much the same 
demands as the ' Overseas rider has made hitherto. 
We have learnt more during the war as regards 
strength of construction and durability than could 
possibly have been taught us in many years of ordinary 
progress, and the sum of the experience gained will 
all be to thfe advantage of the Overseas rider. 

Bad Roads in England. 

It must not be imagined, however, that the testing 
of British motor cycles is normally limited to the 
broad highways, for in many parts of England are to 
be found lanes and mountain tracks which compare 
favourably with the average bullock cart road, and 
many manufacturers are in the habit of testing their 
machines over these freak routes — deep heather, peat 
swamps, boulders, and rivers being the common order. 
Amidst such surroundings much has been learnt as 
regards sidecar attachment, gear ratios, clutch 
efficiency, engine cooling, etc. 

American Machines Agais. 

JIe. Ckacken, Calcutta, India : " As soon as a shipload 
of American motor cycles arrives they are all sold out in a 
few weeks. I regret tliis state of affairs very much, but if 
the English manufacturer will stick to his old ideas of 
chain-cum-beH, small wheels, and high prices, then he must 
go to the wall. It is all very fine to be patriotic ; at the 
same time we want value for our money, and in this respect 
the American twin undoubtedly leads." 

Three Tracks Undesirable. 

Mr. Hart K. Bennett, VoUcsrust, Transvaal ; "We have 
several regular reatlers of The Motor Cycle in Volksrust, 
and-look forward to its arrival. One. of 'the pleasing points 
we look for is the illustrations of imprpvements to 
machines. In regard to the Scott Sociable, the two-wheel 
track is preferable to the three-wheel track out here, for 
often on the country roads the centres are from 5in. to 
12in. higher than the wheel tra<;ks, and therefore unsuitable 
for three-wheel track machines. Motor cycle makers should 
give greater clearance for machines exported to South 
Africa. " 

Buying a Machine in Australia. 

Mr. F, E. Smith, Toowoomba, Queensland, Australia : 
"Why is it that while British manufacturers are spending 
jnoney on advertising their machines and accessories they 
do not at the same time advertise the names of their 
foreigu agents? I have enquired for two or three machines, 
the merits of which I should have liked to go uito, but haie 
iu each case been unable to find out whether these are 

stocked in Australia, while Atfierican machines were to be 
found without the slightest trouble. I might remark at 
the same time that having only an agent in Melbourne is 
about as much good to a Queenslander as having an agent 
in, say, Marseilles would be to a buyer in London. ' 

A Satisfactory Two-stroke. 

Mr. E. G. How.iRD, Adelaide, South Australia ; " I 
have been much interested in your correspondents' ex- 
periences with two-strokes, and perhaps mine at this end 
of the globe may be interesting to your readers. I have 
been the possessor of a Baby Triumph for over a year now, 
and all the symptoms described in your paper are entirely 
absent with my machine. I have never had the mysterious 
rattle ; it never four-strokes, even at the slowest speeds ; 
and, contrary to ' Ixion's ' experiences, it always fires 
regularly - starting from cold, no matter how long standing. 
It v?ill take me over the .Mount Lofty Range on top gear 
with the exception of one pinch, which is ' some ' climbing. 
Whether the condition of the atmosphere out here ai'.counts 
for it I do not know. Certainly I look well after it n.nd' 
keep the cjlinder clean. The engine shows no sign of wear 
yet. The disclaimer is not necessary at this distance." 

The Overseas Summary. 

" SoTJTHERN Cross," Farnborough, Hants: "I have read 
with very great interest, your ''Summary of a Year's Cor- 
respondence on the Overseas jMotor Cycle ' in your issue 
of .January 4th. 

" Having recently arrived ' home ' (on special leave for 
war work) from New Zealand, where I have been connected 
for a number of years with the motor branch of a large 
Government department, may I congratulate you on the 
manner in which you have summarised and shown several 
of the defects which should be overcome in machines intended 
for Colonial use? 

" If British manufacturers and their agents would only 
take as a motto what your Australian reader so expressively 
puts, ' American standards of service plus British standard 
in quality of goods,' the Colonial market is assured for their 




FEBRUARY ist, igi; 

Overseas Section, — 

" There is little in your summary that can be criticised, 
and I can fully endorse most of the points yoU have brought 
out. We have found that for the heavier class of machine 
the all-chain drive with countershaft clutch stands up the 
best, but invariably the rear chain cases and original mud- 
guards are cast away. The chain cases are generally replaced 
by a strip of steel plate which acts as a stoneguard, and 
mudguards^ of a wider section, heavier gauge, and with 
stronger stays, are fitted. The shallow groimd clearance of 
engines, silencers, and exhaust pipes (and magnetos 'on some 
makes) must be remedied. One manufacturer has already 
increased the clearance on a new model in these respects, 
and larger capacity tanks, tool bags, etc., are also apparently 
having attention. 

"Engine capacity is, as you state, an open question, and 
w6 have cycles with engines ranging from 2| h.p. to 8 h.p., 
each efficient in its own particular sphere of action. 

"We have found that, where machines are in constant 
use in all conditions of weather' and roads, black is the most 
serviceable colour. 

" Commercial sidecar frames need considerable improve- 
ment both in design and material ; some models we have had 
to rebuild throughout. 

" I hope that these few lines may assist -yon to drive home 
the fact that British manufacturers must get away from a 
system of ' tai-hoa ' (the South Sea Islander's expression 
akin to ' wait and see '), if they purpose keeping the large 
markets of Australia. Opposition is made more severe by 
the opening of the Panama Canal, facilitating shipping from 
the U.S.A., as well as helping to maintain 'American 
standard of service.' 

" Wishing your paper the continued success which it 

American Comparisons. 

Mk. C. H. Maun, India : " I notice in your ' Overseas 
Opinions ' in some of your recent issues, that several corre- 
spondents are rather bemoaning the fact that certain Ameri- 
can motor cycles are ousting English makes. This is certainly 
a fact that is to be deplored; but, after all, riders in the 
Colonies must study their own comfort, and if British makers 
will not construct a practical machine for Colonial use and 
roads4?) then the American firms will get the orders. 

" Look at the advantages of, say, the American 7 h.p. 
machines over any single British-made one : (1) Cradle spring 
frame ; (2) 28in. x 3in. strong and heavy tyres ; (3) 
mechanical oil pump ; (4) very good clutches and plates, 
which will stand a lot of wear ; (5) a good three-speed gear 
box, compact and strong ; (6) last, but not least, the chain 
drive — an absolute necessity in the ' rains ' out here. Most 
people here have a sidecar, partly to carry things and partly 
to steady the bicycle, so that if coolies deliberately wander 
and do ' tangoes ' just in front of your Bicycle there' is a 
chance of your not coming off the machine (they frequently 
do this, by the way). The heavy 7 h.p. Indian is splendid 
with a sidecar and holds the road well. The laminated spring 
frame just rocks one over holes, etc., and is far superior to 
spiral springing, which recoils too quickly." 

The American Invasion. 

Mr. a, C. Trevor, Adelaide, South Australia : " I take the 
opportunity of your ' Letters from Overseas Eeaders ' 
section of your excellent paper to warn you, as many others 
have warned before me, that the English motor cycle 
market is dwindling rapidly, and will almost disappear soon 
if the British manufacturer does not wake up to the realisa- 
tion of the enormous hold America is getting on the trade. 
The reason for this preference for U.S.A. motor cycles out 
here is obvious, in that they are the machines best suited 
for standing the Australian road and climatic conditions. 
Far be it from me to decry the English power unit, which 
is, in most cases, a beautiful piece of work, and is repre- 
sented out here to the largest extent by the J.A.P. As a 
matter of fact, the following remark made while looking 
at a powerful American is often heard : ' Put an 8 h.p. 
J.A.P. in that frame and you have the perfect machine.' 
My remarks are made chiefly in regard to the English 
builders' almost complete lack of interest in the big twin, 
and his apparent inability to see that a spring frame in 
these parts is becoming almost a necessity. Of course, we 
all agree that the A.J.S., Clyno, aiid a few other sidecar 
machines are probably all that could be desired on the roads 

of the Old Country ; but in this country ' they are un- 
doubtedly uncomfortable. There are two or three of the 
American features that I consider it Vvould pay to adopt, 
namely, the excellent system of twist grip control, larger and 
more efficient brakes, 28in. wheels,' 3in. tyres, and last, but 
not least, a spring frame of some description. If an English 
cycle of about 8 h.p. embodying the above features could be 
sold out here for about £90 (the average price of big Ameri- 
can twins) instead of £110-£115 it would become very 

The Simple Single. 

Mr. W. Pointer, Fovt Beaufort, C.P._, South Africa : 
"I have ridden a 5-6 h.p. Rudge Multi single-cylinder for 
the past few years in a hilly district of the Cape Colony. 
The full power of this engine has never been required, 
therefore I fail to see the necessity for more cylinders, with _ 
their corresponding extra complication, expense, etc. The 
only drawback to a single-cylinder is the fact that one's 
mechanical knowledge is apt to get rusty, its reliability 
being so absolutely monotpnous. In the year 1900 I -rode 
a single-cylinder De Dion tricycle. I had no mechanical 
knowledge, but, in spite of this fact, I never once got 
stranded. ' Ixion ' compares the comfort of twin and 
single-cylinders ; in my opinion, both are free enough from 
vibration at normal speeds," 

More Grumbles. 

Mr. J. S. Watson, Dudley, N.S.W. : "I suppose you 
are about tired of hearing Australian motor cyclists 
grumbling about cost of renewals and spares for British- 
built machines. One thing I would be pleaded to see 
explained : A rider of an Indian can (I am told) buy his 
spares and renewals in Sydney at a very small advance on 
what he would pay in -New York. I use an English 
machine. In Sydney I am charged for renewals at the rate 
of 200 to 250% advance on English list prices 1 Please don't 
blame this on the war. Agents were charging just as much 
prior to the war. I do not think we shall see any change for 
the better until the big British makers establish their own 
depots out heie " 

It is not difficult to find roads !n England which vie with 
colonial conditions of surface. These " roads " are in many 
cases used by British manufacturers as test ground for 
Overseas models. 

FEBRUARY ist, igif. 




AMONG the officers and men brought 
to the notice of the Secretary of 
State for War for distinguished 
services rendered in connection with the 
war, is Lt.-Col. E. W. Bradley, D.S.O., 
South Wales Borderers and M.G.C., 
formerly Commanding Officer of the Jlotor 
Machine Gun Training Centre at Bisley 

c5] eg] cS" 


'' I 'HAT dashing motor cyclist, Capt. 
1 John Woodacre Woodhouse, of the 
Eoyal Flying Corps, has been 
awarded a bar to his Military Cross. 
Woodhouse will ba recalled -as a frequent 
competitor in Tourist Trophy races and 
motor cycle reliability trials of the past. 
His Military Cross was obtained for 
gaUant conduct on the Western Front. 
Capt. Woodhouse is at present stationed 
in England. A further distinction for 
Capt. Woodhouse was the inclusion of his 

.name in the War Office list, dated 
January 25th, of officers and men men- 
tioned for distinguished war services. 


YOUTHS of eighteen years of age who 
have passed through an apprentice- 
ship in one or other of the skilled 
engineering trades, but are not fully 
occupied on war work in the shipyards 
or aiimition factories, may report to their 
recruiting officer, and request to be trade- 
tested, passing as artificers. Thei-e are 
vacancies for such lads in the Royal 
Engineers, Eoyal Flying Corps, Army 
Service Corps, and ilachine Gun Corps, 
Heavy Section (Tanks), and also in the 
Eoyal Regiment of Artillery and the 
Army Ordnance Corps. 


HITHERTO the P. and M. motor 
cycles manufactured for the Royal 
Flying Corps have always been 
subjected to a very severe test on 
Brooklands. Track, and accounts of the 
tests have appeared in these columns in 
the past. Owing to the unfailing regu- 
larity with which, the machines have 
fulfilled this test, the Ministry of 
Munitions has decided that the tests are 
no longer necessary, and they are there- 
fore being discontinued; The whole of 
the P. and M., production is, of course, 
still being delivered to the Government. 


AT the present time the British 
Ambulance Committee, attached to 
the Service de Sante Milita-ire, 23a, 
Brutoh Street, London, W., have no 
fewer than five, convoys of motor or 
ambulance cars, together with a, motor 
cyclist stretcher car section, working 
with the French forces at vital points 
between the Somme and the Vosges. 

The expenses of maintenance and up- 
keep are heavy, and, apart from the 
administration charges, vehicles destroyed 
by enemy fire and those used up by the 
wear and tear of active service must be 

It is to the general public that the 
promoters look for the necessary funds 
to enable them to carry on their good 
work. From time to time, vacancies 
occur for capable volunteer drivers. Par- 
ticulars of service can be obtained from, 
and subscriptions may be sent to, the 
headquarters in London. 

tSl cP tSl 


WE note with pleasure that Maj. A. 
E. Davidson, D.S.O., R.E., Assist- 
ant Director of Mechanical Trans- 
port, graded for pay as A.Q.M.G., is to 
be a temporary lieutenant-colonel while 
so employed. 

Col. Davidson is well known to a large 
number of motor cyclists, as he acted 
as judge in numerous A.C.U. trials and 

Lt.-Col. Davidson, D.S.O., R.E 

For many years Col. Davidson has 
been associated with mechanical transport 
for the Army, and before the motor trans- 
port section of the A.S.C. was established 
he was one of the secretaries of the 
Mechanical Transport Committee of the 
War Office. 

He served in the South African war, 
and was in charge of the only form of 
mechanical transport then in force, 
namely, the traction erigine. Later on 
he became a keen devotee of the internal 
combustion engine, and made a careful 
study of the motor bicycle employed for 
military purposes. He was largely re- 
sponsible for the Army being supplied 
with motor bicycles at the outbreak of 


THE Enfield Cycle Co., Ltd., Red- 
ditch, has just received through 
the Ministry of Munitions a further 
large order for 6 h.p. and 8 h.p. Royal 
Enfield motor .cycles. Enfield sidecars 
were among the earliest equipment of 
the. Motor Machine Gun Service, and for 
many months past have rendered mag- 
nificent service in France. 


AMONGST the officers mentioned by 
Field Marshal Sir Douglas Haig in 
his New Year despatches is the 
name of Maj. W. B. Little, so, well known 
in the happy hill hunting days, when 
Helvellyn, Skiddaw, and many northern 
mountains were climbed. The name is 
familiar also to innumerable trials riders. 
Little's promotion has been remarkable. 
When last mentioned in T7ie Motor Cydii 
he had been appointed Staff Captain 
with the Durham Light Infantry in the 
151st Brigade. Last autumn, after 

earlier having received the - Military 
Cross, he was taken from Territorial 
rank, and became a captain in the Regular 
Army. Since then hard fighting has 
been experienced under severe conditions 
in the trenches, mainly with the Border 
Regiments. Maj. W. B. Little, the genial 
friend of many a motor, sportsman, is 
much beloved by the men of the 5th 
Border Regt., who are at present under 
his command. 

In his latest letter he modestly tells 
of a narrow escape which befell his party. 
He - writes : "Snow and frost! The cold 
is intense. We are where the shells fall 
thickest ; in fact, a few minutes ago a 
' blighter ' knocked in the end of our 
dug-out, and we are just trying to get 
it cleared. It was also a narrow shave 
a few days ago, when along with my 
orderly I was buried by the ' exhaust ' 
of half a dozen shells which lan<ted 
a few yards from us." His numerous 
friends will wish Maj. W. B. Little 
similar good luck in the future. 



FEBRUARY isi, igij. 


Mr. Alfred A. 

Scott's latest Patent of a Triangulated Frame Design embodying 
Interchangeable Tube Members. 

MR. ALFRED A. SCOTT is one of 
the few inventors whose produc- 
tions never in any way appear to 
be disturbed by the conventional order 
of things, and when, some months ago, 
we heard that he was busy on an entirely 
new motor cycle frame, we immediately 

Nut and bolt fixing, show- 
ing the domes and spherical , 
washers which allow for the 
angular position of the tubes. ^ 
anticipated something out of the ordinary. 
Now that we have had full opportunity 
of examining this latest invention and 
discussing its possibilities with its in- 
genious inventor, we are by no means 
disappointed, and though the frame as 
yet rem»ains to be tried on the road, it 
will be recalled that the Scott Sociable, 
which we have alreadj' described and 
tested, embodies a somewhat similar 
principle as regards frame construction. 

The primary aims of Mr. Scott in de- 
signing his new motor cycle frame were : 

1. To eliminate bending and 
twisting strain in the members. 

2. So to construct the framework 
that in case of an accident any 
damaged member occupying an 
important position can be withdrawn 
from the frame and instantly re- 
placed, either by some member 
occupying a less important position 
ill the structure, or by a spare tube 

3. To evolve a frame which con- 
sists of a number of identical and 
standard tube lengths, which on 
reference to a plan can be assembled 
into a complete frame without 
brazing or other heat treatment. 

4. To reduce weight and cost of 

1 5. To obtain maximum strength 

by the employment of interconnected 
triangular structures built up round 
the engine, which forms the base or 
foundation of the framework. 

Interchangeable Frame Members. 

In this invention ]\Ir. Scott has an 
entirely open field before him, and, as 
will be seen from our drawings (which 
show the new frame adapted to various 
types of engines, including the fiat 
twin), the structure consists of a number 
of eye-headed standard tube lengths, the 
end of each tube being flattened and 
punched so as to form an eyepiece. In 
place of brazed jiuiction lugs, nut and 
bolt fixings are used throughout the 
frame, but it is clear that, to allow 
for the necessary angular position of the 
various members, some adaptable mode 
of fixing was necessary. 

Nut and Bolt Fixings. 

The arrangement adopted is clearly 
shown in one of our sketches. The aper- 
ture of the eyelets on each side are 
domed spherically, while spherically re- 


Mr. Alfred Scott's very latest idea ! Elevation of a triangulated frame with interchangeable 
tubing The saddle is mounted on parallel links and the carrier is sprung in unison. 

Three alternative frame designs, arranged 
to accommodate respectively flat twin, 
V-type, or inclined engines, 
cessed washers, or packing pieces, are 
placed over the bolt, one on either side 
of the dome. The eyelets are somewhat 
larger than the bolt, so that the nut can 
be drawn up tightly with the members 
in any angular position within limits. 

The Fundamental Principle. 

A glance at the frames illustrated con- 
veys some idea as to the engineering skill 
which has been brought to bear on their 
design. It will also be noted how readily 
this type of frame adapts itself to any — 
form of power unit. The engine in every 
case forms the fouridation of a triangular 
structure, while the steering head foi-ms 
a similar base, all stresses fjeing met by 
straight tubes, which are subjected to no 
bending strains whatever. The elimi- 
nation of all intermediate stresses renders 
possible the employment of much lighter 
gauge tubes than it would be safe to use 
in a structure of unmechanical design. 
The frame is triangular in every direc- 
tion, that is, whether viewed in "plan or 
side elevation^so that in whatever direc- 
tion the strains tall they are met by iii- 
tei'connected and interchangeable struts, 
which are subjected only to direct tension 
or compression. 

Vertical Rigidity. 

To restrain any tendency on the jjart 
of the steering head to oscillate, members 
are carried from a point high up on tlie 
steering head to the respective sides of 
the engine base, while similarly two 
membe'-s pass from the seat down to the 
engine base, thus forming the seat apex, 
and tending to resist torque stresses. 


February ist, 1917. 



^»^rr»=>» ^^Si^*;''' 

CThe one economical factor left in motor- 
ing to-day — the one cheerful feature 
of the motor cyclist's landscape — is Avon 
Endurance. In war, as in peace, Avons 
fight the battle of the road with the 
single aim to "get you there" at least 
trouble and lowest cost. 

C Prices substantially reduced since War 
conunenced, but the same fine range of 
weights to select from. 

_ Full illustrated Catalogue free from — 

Avon India Rubber Co., Ltd,, 19, Newman Street, Oxford Street, London, W. 

Depots — Manches'er. Birmingham. Glasgow. Bristol. Newcastle- Nottingham. Aberdeen- Swanseii Paris- 

1,000 Agents hold stocks- Ample supplies available. 

1 }i ansivering tlih adve.rt\$anent it U desirable to mention " The Motor Cycle." B.5 



February ist, 1917. 



Number One. 

The Dunlop Rubber Company has a 
complete and exhaustive register of 
Agents throughout the Country. 

The position in the trade occupied by the 
Company enables it to choose its Agents. 

In consequence, Agents who are appointed 
Dunlop Dealers have to measure up to a 
standard of responsibility which ensures 
efficient service to purchasers ot Dunlop 

You can trust a Dunlop Dealer 


Founders of the Pneumatic Tyre Industry, 
Para Mills, Aston Cross, BIRMINGHAM. 

FEBRUARY ist, igij. 

Saddle Height Adjustment. 

The two saddle members extending from 
the seat to the rear wheel axle are 
attached at their lower extremity by 
means of clips, which act as a medium 

I whereby the saddle height is adjusted. 

' So far as is possible the front forks also 
are built up of standard tube lengths, the 
springing, as will be seen, being effected 
on a simple cantilever system. 

In case of accident on the road which 
involves the breakage of an important 

frame member, the piishap would not 
necessarily strand the rider, since a less 
important member — say, for instance, 
one of the back carrier stays — could 
immediately be substituted for the broken 
tube, and the machiiie~ ridden thus till 
a new tube length had been obtained. 
The frame can be very speedily assembled, 
and errors in alignment, the avoiding of 
which require so much care and skill 
when brazed lugs are used, cannot readily 
occur. Frame breakages are generally due 


to the burning of a tube in brazing — a 
liability entirely eliminated in this design, 
which has no brazed junction lugs to 
weaken the frame. 

The principle of this new departure in 
frame design ' is unquestionably one 
deserving the thought of automobile engi- 
neers, the advantages it offers, not only 
in the way of cheapness, lightness, and 
convenience, but also for compact ship- 
ment to foreign markets, being vitally 
Important points. 

> »0» < 


ETAYMANS, secretary of the Brussels 
. Motor Club, writing from Le Havre, 
says : " People abroad would never 
imagine the vile state of the roads upon 
which we are obliged to ride. In fact, 
they are no longer roads, but a succession 
of big pot-holes, some of them deep 
enough to drown a dog in. Moreover, 
the very poor quality of the lubricating 
oil issued to us tries the unhappy engines 
to the full. The way the James sidecar 
performs its task speaks well for this 
make of machine, the James being about 
the only sidecar machine in the Belgian 
Army. For solo riding we have all sorts 
of machines, most of them, happily, of 
British manufacture : Triumphs, Rudges, 
Humbers, Premiers, Royal Enfields, even 
an old 1905 4g h.p. twin Minerva, 
which has been in service since the 
beginning of the war, and on which I 
personally covered over 3,500 miles in 
two months' time. Our main trouble is 
caused by mud running down the front 
-forks into the hubs, wTiich, though dis- 
mantled every week, wear out all too 

"It is a pity manufacturers do not 
realise that the size of the tyres they fit 
are, generally speaking, much too small, 
for anything under 2^in. ruins the rims 
very quickly. In fact, the only really 
reliable tyres I had were the 760x90 

voiturette (Ford) tyres which I fitted 
to my Indian instead of the 26x3in. 
usually fitted. They fit beautifully on 
the standard rims, and when run slightly 
deflated give very smooth running. Their 
long life repays their slightly higher cost. 
We usually fit 700x80 on all 650x65 
(Rudge) rims, with much benefit to the 
comfort of rider as well as to the dur- 
ability of the machine. 

" On the whole, we are surprised at 
the way the motor cycles stand to their 
work in these appalling conditions. In 
peace time we' used to grumble at the 
roads, but now — ! ! However, we keep 
enthusiastic about our hobby, and I for 
one hope the Germans will not have 
stolen the trusty T.T. racing Triumph 
which I used to ride in trials previous 
to the war. 

"I wish you and your paper (which 
I have read since 1905) every success." 


A contemporary remarks that it would 
not be tos much to hope that the Petrol 
Trust might receive attention in due 
course at the hands of the State. But 
the suggestion comes too late — The. Motor 
Cycle in the issue of January 4th made a 
hint that the Government had already 
moved in the matter of the control of 
petrol supplies after the war. 

E. Taymans, Motocycliste Militaire Beige, C T.H. Le Havre, on a Premier, and his brother 
on a James In some of the roads in the district, we are told, there are pot-holes big enough 
to hide a dog. 

Average Prices 


Second-hand Machines. 

WE give below the average prices of 
second-hand models offered for 
sale in The Motor Cycle. Where 
it is possible to obtain a sufficient number 
of each model the average for the past 
week is quoted, otherwise the last average 
is given, if within four weeks. Difficulty 
in obtaining a sufficient number of one 
particular model often arises, owing to 
the fact that many advertisers omit some 
of the most essential details. 


Averat^e Latest 
for weekly 
last average 
weels- obtainable 


Allot! . 

Ariel .... 


BS.A. ... 

Clyno . . . 

Douglas . . 

H. -Davidson 

Indian . . 

Ivy .. 
Levis . 

Matchless . . 
New Hudson 

New Imperal 
P. & II. 
Rover . 



Sunbeam . . 

Tritimph . . . 

. 1916 6 :?-sp. sidecar . . 
, 1913 G 3-sp. sidecar . . 
. 1914 6 3-sp. sidecar . . 

. 1916 2^ 3-speed 

. 1916 2-stroke 2-speed. . 
. T915 2-stroke 2-speed . . 
. 1916 5 3-sp. sidecar . . 

, 1913 8 2-speed 

. 1913 4 2-sp. sidecar . . 
. 1916 4i 3-sp. sidecar . . 

, 1916 4i 3-speed 

. 1915 4J 3-5p. sidecar . . 

, 1913 4i free engine ... 

igi6 25 2-speed 

1915 •-• 

, 1913 6 3-sp. sidecar .. 

1914 6 3-sp. sidecar . . 

1914 2-stroke 

1916 25 W.D 

1915 2j 3-speed 

igrs 2I 2-5peed 

I9r4 2j 2-speed 

1913 2% 2-speed 

1915 4 2-sp. sidecar . . 
igi6 6 2-sp. sidecar . . 
igrs 6 2-sp. sidecar . . 

1916 3 2-specd 

1915 3 2-speed 

r9r6 7 3-sp. sidecar . . 

1915 7 3-sp- sidecar . 
1914- 3l" 3-speed 

1916 Powerplus sidecar 
1915 7 3-sp. sidecar . . 

1915 5 3-speed 

i9r5 2-stroke 2-speed. . 

1915 4+ 3-sp- sidecar . . 

1913 2j 2-stroke 

1916 2\ 2-speed 

igrs 8 3-sp. sidecar . . 
rgrG 2-stroke 

1915 4 3-sp. sidecar . . 

igi6 2^ J.AP 

rgi6 4 3-specd 

1914 3^ 2-sp. sidecar . . 
1914 3A sidecar 

1916 3* T.T 

1914 3I 3-sp. sidecar . . 

1913 3 J multi . . , 

rgig 3^ multi sidecar. . 
iQi*^ 3I 2-sp. sidecar . . 
19J3 3i 2-sp. sidecar . . 

rgiG 8 sidecar 

1916 3I 3-sp. sidecar . . 

1915 3 1 3-sp- sidecar . . 
191(3 4 3-sp. sidecar . . 

1915 4 3-sp. sidecar . . 
Tgi4 4 3-sp. sidecar . . 
I9r3 3i 2-sp. sidecar . . 

1916 8 cidecar 

igi4 S Gradua sideca. 















£43 - 
£38 - 

£60 - 
£79 ^ 
£60 - 
- £47 





^■'^^ r^ 
— £56 



- £45 

- £58 
£35 — 

— /loo 

£75 - 







FEBRUARY ist, 1917. 



Geeeswich Time. 

Feb. 1 5.17 p.m. 

„ 3 5.20 „ 

„ 5 ... . ... 5.24 „ 

„ 7 5.27 „ 

That Erring Compositor. 

A trade contemporary refers to a five- 
speed Triumph having been seen on the 
road. Arguments in favour of four speeds 
we have had in plenty, but we recollect 
no rider of experience urging the desir- 
ability of five speeds. A misprint, no 

Petrol Sulsti lutes— the Solution. 

Though petrol licences are not now 
available for those henceforward/ joining 
the ranks of motorists, it must be remem- 
bered that excellent substitutes for petrol 
still abound, and at figures more favour- 
able than petrol. Thus there- is nothing 
to prevent new converts taking up motor 
cycles if work can be performed more 
quickly and efficiently by their use. 

Foreign Exports. 

We are informed by the Commercial 
Intelligence Branch of the Board of Trade 
that in a supplement to the Board of 
Trade Journal of January 25th was 
given a complete list of articles which, 
according to the latest information 
received by the Board of Trade, are 
prohibited exportation to various desti- 
nations — from the Straits Settlements, 
Hong Kong, Nigeria, Gold Coast, Jamaica, 
Barbadoes, Trinidad and Tobago, and 
British Guiana. The Supplement can 
be obtained through any bookseller, or 
direct from His Majesty's Stationery 
Office, Imperial House, Kingsway, W.C. 

Mr. Charles A Hyde, the new president 
of the Cycle and Motor Cycle Manufacturers' 
and Traders' Union. 

A Juvenile Doiando. 

Recently a member of our staff was 
riding the Great North Road on a power- 
ful twin when he discovered that his 
spare tube case had dropped off. Return- 
ing to look for it he found a very small 
boy cheerfuly pursuing him, the spare 
tube case in his hand. Apparently the 
youngster entertained lively hopes of 
overtaking the motor cyclist in the next 
mile or so ! 

Institution of Automobile Engineers. 

At the fifth meeting of the session of 
the Institution of Automobile Engineers, 
to be held on the 14th of February in 
the Hall of the Royal Society of Arts, 
John Street, Adelphi, W.C., Mr. F. L. 
Martineau, M.I.Mech.E., will read a 
paper on " Hydraulic Transmission." 

Cards of invitation may be obtained 
on application, to the Secretaj-y of the 
Institution, 28, Victoria Street, London, 

We All Agree ; 

Our contemporary, 7'/ie Scottish Cyclist 
and Motor Cyclist, refers to the fact that 
American writers are repudiating the in- 
vention of the term " flat " twin as a 
substitute for "horizontal" twin. "But 
what is there to repudiate? " enquires 
our Scottish contemporary. "Isn't 'flat' 
twin just as descriptive and useful as 
' horizontal ' twin, and a lot shorter to 
think, say, or write? " ■ 

Following upon the Irish opinion, 
stated last week, it is clear that the 
British Isles, at any rate, are agreed 
upon the term. 

New OfiBcers of the Manufacturers' Union. 

At a Management Committee meeting 
of the Cycle and Motor Cycle Manu- 
facturers' and Traders' Union, held in 
Coventry on January 23rd, the resigna- 
tion of the president, Mr. Harry Smith 
(the Rover Co.), was received with 
regret. We understand that the reason 
for the resignation of Mr. Harry- Smith 
is that the Rover Co. is no longer 
engaged in the manufacture of either 
cycles 01 aiotor cycles. Mr. S. Bettmann 
(vice-president) having also resigned, the 
committee were under the necessity of 
filling the vacancies until the next annual 
meeting. The only remaining vice-presi- 
dent, Mr. C. A. Hyde (Birmingham 
Small Arms), v/as therefore elevated to 
the presidency, while the two vice-presi- 
dents chosen were Mr. Bernard Steeley 
(Joseph Lucas, Ltd.) and Mr. J. R. 
Nisbet (Bowden Wire). A further change 
was made in the administrative staff, 
Mr. A. Bednell becoming general mana- 
ger of the Union and Mr. Timerick 
. secretary. 





Fully EcLuipped ! 

In the current issue oi a popular 
British magazine a gasoline launch is 
illustrated having a smoke funnel. Pos- 
sibly the artist thought that gasoline 
was related to vaseline, and required a 
furnace to oarburate it. ' 

Returned to Civilian Life. 

We are informed by the Ariel Works, 
Ltd., that they have obtained the ser- 
vices of Mr. J. W. Stocks as general 
manager of Components, Ltd., and Ariel 
Works, Ltd. 

Mr. Stocks has long been a prominent 
figure in the motoring world. An old 
racing cyclist, holder of the World's Hour 
Record, and winner of the 100 Kilometres 
World's Championship, he was also one 
of the earliest members of the R.A.C., 
and one of the first motorists to race with 
Messrs. S. F. Edge and Charles Jarrott 
on the De Dion motor tricj'cle at the 
end of last century. Mr. Stocks also 
drove in the Gordon-Bennett Race of 
1903, and for many years — in fact, right 
up to the outbreak of war — he made a 
practice of driving from Loudon to the 
annual motor show in Scotland. 

More Varied Experiences. 

For six years, terminating in 1907,' Mr. 
Stocks was general manager of De Dion 
Bouton, Ltd. He left England in June,. .^ 
1915, for Gallipoli in charge of, a Machine J 
Gun Squadron, and, after rather a trying 
time, which included the Suvla Bay 
landing, he was wounded on October 
18th, 1915, 


Mr. J. W. Stocks, the new general manager 
of Components. Ltd.. and Ariel Works, Ltd. 


FEBRUARY m, igiy. 


The Use of Cameias. 

Nowadays a photographer has to go 
abont his work very warily. Amateur 
(jhotographers in particular run many 
risks in exposing a camera at all. One, 
for instance, was , arrested the other day 
for photographing a man sweeping 
snow I 

Proposed Association of Private Owners. 

An adjourned meeting was held on 
January 16tli, and, though the attend- 
ance was small, it was evident that 
feeling was in favour of the formation 
of an association. It was, however, 
recognised that, owing to the absence of 
so many small car owners and for other 
reasons, the moment is inopportune for 
launching the organisation, though it 
was agreed, upon to form a small com- 
mittee whicli, at its own expense, is to 
take into consideration the views of its 
-members. The acting secretary, Major 
, H. Vane Stow, 353, Strand, London, 
TV.C, will be glad to receive views from 
,■ those interested. 

Coroner's Plea for More Lights. 

Jlr. Ingleby Oddie, the Lambeth 
coroner, on the inquest on the body of a 
man who was killed by a^ R.F.C. motor 
car on Sunday evening, January 21st, 
suggested that the lighting regulations 

'had been carried too far. , Everyone, he 
said, appreciated the necessity of darken- 
ing our streets, but he had never heard 

-of Zeppelins arriving before nine o'clock 
in the evening. Between sundown and 
nine o'clock were the hours of greatest 
danger, for it was then _that many 
people were hm-rying home through 
darkened streets. It was a question," he 
added, whether the time had not come 
when full lights should be allowed — at 
any rate till 9.30. 

Ihe "Crash Foir." 

The people who made the regulations, 
said Mr. Oddie, perhaps did not travel 
by trams and omnibuses, and so did not 
realise what a terrible state of things 
'existed -in' London during the " crush 
hours" at night. In his own district, 
during October, November, and Decem- 
ber, 1913, there were seventeen inquests 
due to .street accidents, while dui'ing 
the same moiiths of 1916 there were- 
forty-seTen ! 

No one realises the difficulties and 
dangers referred to more fully than the 

yhe R.A.C. a Government Office. 

It was announced on Saturday that the 
Eoyal Automobile Club buildings would 
be taken over by the Government for use 
as offices. Several daily journals, which 
have not taken the trouble to enquire as 
to the immense help given to the nation 
4)y this in.'ititution, have, urged that this 
step should be taken. It is not generally 
known that the B.A.C.'sorganisation has 

"been at the disposal of the War Office - 
and the Ministry of JIunitions since the 
war started, and much valuable — we 
might *ay invaluable — help has been 
given. The technical department has 
done useful work for the War Office, and 
the Club's engineer has devoted his atten- 

- tions to the British Red Cross Society. 

■ It is said that the decision as to the 
Government Department to which the im- 
mense buUding will be assigned is still 
in abeyance. 

A Remarkable One Lunger. 

A truly remarkable runabout is the 
subject of an article and illustrations 
in yesterday's issue of The Light Car. 
The machine has a 3g h.p. air-cooled 
single-cylinder engine and belt trans- 
mission, and the weight is no more 
than the average sidecar combination. 
The body is built like a boat, and, what 
is more, it has a keel like a boat and 
no other frame ; the body takes the 
driving strain, and the belt runs outside 
the body. 'This (bracketed with the 
Garden) is certainly the nearest approach 
to a motor cycle on four wheels. 

A New Profession. 

The latest addition to the records of 
crime is the stealing of London taxicabs. 
The cabs are stolen only in so far as they 
are removed from the idle rank by a man 
alleged to be wearing the uniform of the 
British Motor Cab Co. — often, from under 
the very nose of their rightful drivers — 
and after being driven some miles by this 
enterprising gentleman they are left in a 
quiet side street — minus magneto ! In 
this way the man acquired possession of 
four magnetos last week — one on Monday, 
two on Tuesday, and one on Wednesday 
— not bad going 1 He must be making 
quite a good thing out of it, and one 
wonders whether he will shortly switch 
on to omnibuses. 

Blackpool National Motor Volunteers. 

The Blackpool N.M.V. met last week 
to do honour to their commandant, Coun. 
A. Lindsay Parkinson, the Mayor of 
Blackpool, and their sub-commandant, 
Mr. J. Prestwich.- Each of them was 
presented with a sword, a symbol of 
appreciation, by the N.C.O.'s a'nd men 
of the services rendered to the command 
by the two officers. The interesting 
ceremony coincided with the announce- 
ment that the War Office had at length 
given recognition to the National Motor 

Amendments to Lighting Order. 

Amendments to the Lighting Order 
were issued on Tuesday morning, a 
number of towns on the south-east coast 
now being affected by Part III. as well as 
Part II. of the Order. The towns in 
which Part III. applies have now been re- 
duced by the latest regulations to Col- 
chester, Harwich, Dover, Folkestone, 
Hythe, Margate, Eamsgate, Sandgate 
Urban District, Felixstowe, Ipswich, and 
Walton Urban District. 

Quaint Grounds for Exemption. 

A Mansfield hosiery worker informed 
the local tribunal that he had discovered 
a new spirit which had been successfully 
tested on motors and which was likely 
to supplant petrol. The JMinistry of 
Munitions was testing its efficiency, 
and he felt sure that the spirit would be 
of great value to the country. On these 
grounds he appealed for exemption, 
which wa« granted pending a reply from 
the ^Munitions Department as to the- 
result of its tests. 

Features of tliis Issue. 

This week's issue of The Motor Cycle 
contains several exclusive and interesting 
features, foremost among which may be 
mentioned an illustrated description of 
.Mr. Alfred A. Scott's new frame, the 
Overseas notes and readers' opinions, 
points of design in the new Matchless 
flat twin, and a striking series of double- 
page illustrations " depicting a coastal 
ramble in the Cape Peninsula. 

The Scott frame will, we are sure, 
evoke unusual interest and comment. 
The RJl. Spring Frame Mount. 

Last week the Royal Ruby Cycle Co. 
submitted to the War Office a single- 
cylinder Royal Ruby-Jap spring-frame 
momit. This machine was originally 
described and illustrated, after a road 
test, in The Motor Cycle of February 3rd, 
1916. A slightly modified design was 
reviewed in this journal of November 
2nd last. 

A Lewis machine gun outfit belonging to the Blackpool Squadron of the National Motor 
Volunteers — an instructive adjunct. Inset Oeft), Adjutant S. O. Taylor. Inset (right), 
Half-squadron Commandant J. Prestwich, to whom, with Commandant A. L. Parkinson, 
a sword has been presented by the N.C.O. s and men 

*ffl i ii B HmHii»miminiiiHH!iiiiiintfB ii^ 

To many people the meht 
the wild and lonely veldts 
neighbourhood of the coas 
beauty, and consequently P( 
within easy reach, as our i 

No. 1 shows a bay christened 
be taken for the Orme's Head. 1 
a romantic spot, the Mecca of hor 

No. 3 Is typical erf South Africa. 
of motor cyclists. In the top ceni 
is exemplified, four of the machi 
German East Africa being: seated 

A fine panorama showing: the r'^: 
Hout Bay is shown in No. 5. 
photographer's New Hudson in th :l 
only too requently encountered, ni 
spots of the Cape Peninsula— Cam B 


ii ffy^ )[ |[iinfi»m ^j 




K M , 

! b;li 






FEBRUARY isi, igij. 


A Plea for the Revival of the Old Spirit. 

IN the early days of the motor cycle its riders were 
recruited almost entirely from the ranks of 
ordinary cyclists who had developed a spirit of 
comradeship, which they brought with them into the 
new field. The result was that one motor cyclist was 
always ready to help another, and this ■ spirit helped 
to make the pastime very attractive. In addition, the 
men of the new order were full of appreciation of the 
needs of riders of ordinary cycles ; and even to-day 
it is easy to see that very many motor cyclists are 
recruits from the simpler pastime by the consideration 
they show their weaker brethren. Unfortunately, 
there is another element amongst motor cyclists, and 
their very obvious lack of consideration for other road 
users is likely to create a great deal of prejudice 
against a splendid recreation : there is a section which 
imagines that the possession of a machine driven by 
power automatically turns the motor cyclist into a 
being who has a right to ignore all others' rights. 
Perhaps one cannot do better than illustrate the two 
diametrically opposed- types by an occurrence which 
is fresh in the mind of the writer : 
The Ttvo Types. 
It was a" peaceful Sunday morning, and standing 
at w«ll-kno\vn cross roads leading out of the 
Metropolis was a motor cyclist contentedly smoking 
hiscigar while waiting for liis passengers to join him. 
Suddenly his attention was attracted by a fellow 
motorist approaching the cross roads, and knew that 
he was looking at an old cyclist when the newcomer 
slowed down to a walking pace on nearing the crossing, 
where, in ordinary times, many cyclists would have 
been found. Riding a lightweight, the motorist got 
halfway across, when the onlooker caught sight of a 
sidecar outfit coming at right angles at a furious pace, 
and reflected that 'the second man would have to 
moderate his speed. He was, however, wrong, for, 
with the lightweight more than halfway across the 

road, the driver of the combination neither slowed 
down nor passed at the back of the other machine, as 
he could have easily done, but simply jumped Ms 
engine to something in the neighbourhood of a mile 
a minute and endeavoured to swerve across in front 
of the lighter machine. The attempt might have suc- 
ceeded, but there was not sufficient room, and the 
handle starter of the powerful combination hooked 
itself in, the front wheel of the lightweight. What 
followed was truly sensational: the light machine, 
travelling at not more than four miles per hour, was 
suddenly switched off at right angles at a terrific speed 
and its rider shot up into the air, and then crashed 
down upon his head, unconscious. 

Culpable Indifference. 

The onlooker sped to his assistance, and was helped 
by passing cyclists, while the cause of the trouble, 
whose machine had not even been overturned, coolly 
watched them without attempting to do anything. 
Eventually he listened to repeated entreaties and went 
for a doctor, but it was forty minutes before the uncon- 
scious one could get medical attention. He was 
hurried bfi" to a hospital, and it is understood that 
after a month of alternating consciousness and uncon- 
sciousness.- he awoke and remarked that he had had 
a "curious dream." But, and this is significant, the 
driver of the combination appears never to have even 
enquired whethei the victim was dead or alive. 

The incident demonstrates that a new element has 
entered the motor cycling world, and emphasises the 
need for strengthening the spirit of helpfulness and 
comradeship. If the evil spirit triumphs there will 
be an end of motor cveling as a pastime, and many 
thousands of people will have lost health-giving re- 
creation ; but we cannot but beUeve that the healthier 
spirit will be strong enough to exorcise the lower influ- 
ence, and in that belief we look forward to the days 
that are corning. Cornubius. 

^— •••-«- 

Beach Races in Christchurch, N.Z. 

Sands. Fastest Speed 67im.p.h. 

High Speeds on New Brighton 

MOTOR cycle trials and races in the Dominions 
are apparently suffering in much the same 
way as they are over here, and very few 
events have taken place of late. The fact that so 
many of the leading lights of the various organising 
clubs have joined up- is _bound to affect the 
enthusiasm of those who remain, quite apart from 
any other motives or consideration. However, now 
and again race meetings are held, and recently the 
Pioneer Motor and Sports Club (N.Z.) held three beach 
races at New Brighton (Christchurch). The beach 
was very soft, and times might have been even better 
had the surface been more favourable. There were a 
large number of spectators to witness the events. 
Five Mile Maiden Solo H.^nbicap. 
Place. Handicap. 

1. J. Mantell (3^ Triumph) Im. 10s. 

2. W. Jones (7 Harley-Davidson) ... scratch 

3. G. H S. Smith (3i Swift) Im. 40s. 

Time, 5m. 2O5S. ; fastest time (W. Jones), 4m. 17fs. 

■Won by about 75 yards. 


Thirty Mile Open Handicap (Solo). 
Place. Handicap. 

1. W. Jones (7 Harley-Davidson) ... 30s. 

2. F. Haworth (4 B.S.A.) 2m. 

3. H. S. -Curtis (7 Indian) Im. 30s. 

Time, 25m. 46|s., which was also fastest time.' Won hy. 

about 200 yards. 

Thirty Mile Sidecar Open Handicap. 

1. F. Haworth (4 B.S.A.) 4m. 

2. G. B. Brown (4 Triumph) 4m. 30s. 

3. G. Moffatt (4 Triumph) 4m. 

Time, 34m. 41-^s. ; fastest (W. Jones, 7 Harley-Davidson), 
33m. 32-^s. Won by two lengtlrs. 

On another occasion recently the same club held 
a beach race, also at Brighton Beach. On this day 
the beach was in better order, and the wind was more 
favourable. The race resulted : 

1. F. -Haworth (4 B.S.A.) ... . 4m. 

2; W. Jones (7 Harley-Davidson) ... scratch 

3. G. B. Brown (4 Triumph) 5m. 

Time, 51m. 46^8. ; fastest time (W. Jones), 48m. 7|s. 
Won by 300 yards. 

FEBRUARY isi, igi?. 

The Editor does not hold himself responsible for the opinions of his correspondents. 
All letters sbould be addressed to the Editor, "The Motor Cycle," Hertford Street , Coventry, and must be accompanied by the writer's name and address. 


Sir, — JMay we, through your cohimiis, point out, for the 
interest of "A.H.S." and others, that we are quite certain 
of the improvement made by an outside flywheel on a 500 c.c. 
single, as compared with inside flywheels'? We pin our faith 
to the outside flywheel, and have little doubt that public 
opinion will support us in this faith. 



Sir,— The impression the " Long v. Short Stroke " contro- 
versy leaves on one lay mind is, " Six of one and half a 
" dozen of the other." If Mr. Norton were to design and 
build a. medium-stroke engine it would (one imagines) be 
little if at all inferior to his justly celebrated long stroke ! 

May one also thank Mr. Bradshaw for his patient, 
courteous, and lucid letters, and for all his efforts to help 
us laymen to realise the aims, diflBculties, and methods of 
a progressive designer. 

Few of your readers will be inclined to compliment Mr. 
de Lissa on his controversial methods ; but (fortunatelv for 
its makers) the excellent M.A.G. engine speaks for itself. 

Liverpool. H.K.P. 

Sir,— The discussion on stroke proportions has been of 
great interest, covering as it does ground already well 
trodden by car designers. I submit that neither party can 
prove anything of value to either user or producer. To 
know the conditions imposed by the different proportions 
pf stroke and connecting rod length is to provide for them. 
I'his is the art of the engineer. . _ 

Referring to car practice, we have cars of both types 
winners in road racing, and excellent from the users'' point 
of view in respect of bearing wear. And we have others 
where the necessary allowance for loads has not been made 
and lubrication has been poor. 

The latter is one of the secrets of success ; splash will give 
way to positive in all motors. TILOP. 



Sir, — I have just read another letter signed by Mr. 
Osborne de Lissa, who, I understand, is connected with 
the foreign (Swiss) made M.A.G. engine, criticising — in 
some cases sarcastically — the remarks of Mr. Bradshaw, the 
designer of the British-made flat twin A. B.C. engine. I 
believe, if the truth were known, it would be found that 
in the way of mechanical engineering Switzerland has done 
a very great deal for Hunland during the war. A single 
firm at Sohaffhausen has delivered three hundred motors 
for Hun submarines ; in fact, the latest information from 
Zurich confirms that a large number of workshops in 
Switzerland are working on behalf of the German Govern- 
ment. The Matchless previously fitted the foreign (Swiss) 
made engine indicated by the letters M.A.G., but they are 
fitting a 6 h.p. British-made flat twin on their post-war 
model, and quite right, too. 

I have written this letter because one can buy a British- 
made engine which is as good as any foreign one. 

Wimbledon Park. A.M.I.E.E. 

Sir, — Aft^r a perusal of Mr. Granville Bradshaw's letter 
, in your issue of January 25th I am convhiced that we are 
really in agreement on the subject of induction pipe design, 
particularly as applied to horizontal twins. His mixture- 
heating experiments prove this. My original remarks on 

this subject applied to the horizontal twin engine as a 
type .and the first half of his letter merely show that he 
alone of fiat twin engine designers has realised the fact that 
long unhealed induction pipes, as fitted to nine out of ten 
horizontal twins, are not a factor conducive to good running 
when the temperaiture is at a mid-winter level. The argu- 
mentum ad hominam regarding "hot sides" and intended 
sarcasm does not clear matters. To paraphrase the offending 
paragraph : " Can an engine be said to be uniformly cooled 
when two such dissimilar temperatures can exist 6in. apart 
in a mass of metal under running conditions? " Is there 
any objection to a completely exhaust-jacketed induction 
pipe for a flat twin engine? 

A. LINDSAY, M.B., Capi., E.A.M.C. 

Sir, — I have no desire or intention to embroil myself in 
the discussion now rampant in your columns on the subject 
of "Flat Twins v. Singles." But I feel that a word from a 
rider of a big V twin is not entirely out of place. I have 
ridden, in the order given, a 3i h.p. T.T., a 5 h.p. T.T. (an 
American), a 2| T.T., and I now possess an 8-10 h.p. V twin 
solo. The former three were in the " dgar dead days before" 
the war, and the last a 1916 model. 

. In my humble opinion there is nothing to equal it. 
Certainly not any of the other three. One gets power, 
acceleration, no fuss, and, finally, speed. When throttled 
down on top the machine is delightful, and there is none 
of the jerk so noticeable at low speed on a single, geared 
high. The sole drawback is weight, but that is negligible 
when the other advantages are noticed. 

What say your readers to the big twin? CE 1942. 

London, E.G. 

Sir, — May I be allowed to say a few words on the above 
subject? I have just read Mr. de Lissa's letter in your 
issue for December 14th, and I consider that he has allowed 
jealousy to overcome the courtesy due, not only to a 
fellow correspondent (Mr. Bradshaw), but also to The 
Motor Cycle,. Let us have discussions, and well contested 
ones, but not those which assume a " hot " side ( ! ) through 

Mr. de Lissa having entered the discussion brings with 
him the V twin, and this brings me to my questions. Will 
the V twin survive? Is the 500 c.c. "flat" twin going to 
oust the 500 c.c. V twin? Are our luxurious 770 c.c. and 
998 c.c. sidecar outfits going to be flat twins in, say, 1918? 
I think so. Will Mr. Collier tell us why he dropped V 
twins (after remaining faithful to the type so long) in 
favour of the flat twin? 

With regard to the single, I consider it will survive, and 
so will the flat twins Long and keen will be the struggle 
for supremacy. At the present time I do not think there 
is a man living who can say which will triumph. This 
I do think, the V twin will not be in at the death. 

B.E.F. F. MASON, M.T., A.S.C. 

Sir, — 1 am a regular reader of Tht Motor Cycle, and I 
think it more interesting to-day than ever it was. (Have 
taken it since first issue.) 

Having had some years experience with motor cycles, I 
-^should like to express an opinion with regard to the dis- 
cussion which has gone on for a considerable time in your 
columns. I used to be somewhat nervous about tackling a 
machine with a twin engine, thinking a " single " much 
more _ simple and economical. Perhaps my opinion would 
not have changed as it has done had I speculated in a less 



FEBRUARY ist, igij. 

reliable " combination " than a Harley-Davidson, which I 
have had since October last. This is fitted with disc wheels, 
which are extremely useful,, especially when running through 

I have given this machine the most severe test which a 
machine could have (in this country), running through deep 
enow and over atrocious roads. A single would have been 
ahsolutdy no use under the same conditions. The Harley- 
Davidson has killed all my prejudice against American 
machines, and I was very much prejudiced before having 
it. Of course, all American machines are not so good. I 
hear very poor accounts of some of them. Every part of 
my machine seems to have had much thought bestowed upon 
it. Take the clutch, for instance : I have never come across 
one which works so sweetly, unless it has been on a car. 

The many refinements and wonderful reliability of the 
machine I have mentioned have made me seriously think 
that there is plenty of room for improvement in most 
British machines, and certainly more enterprise required by 
our makers, who will stick m one groove and make the 
excuse that reliability is their chief aim^ 

I admit that a comparatively low-powered " single " can 
get off the ground, solo, faster than most high-powered 
" twins," but I venture to say the average speed, with a 
substantial sidecar, for a day's run would be very much 
against the "single." 

I will add the usual disclaimer with regard to Harley- 
Davldson motors. ' S. BARKER. 

Sir, — Mr. Michelmore Hitchcock says a twin-cylinder 
machine gives double the trouble that a single gives. The 
plugs on my flat twin have very seldom sooted up. The 
engine very nearly seized at one time, but both cylinders 
were the same.- Lately broken piston rings caused trouble, 
but there was one in each cylinder. It seems to me that 
. where a part is duplicated they wear equaUy, and, I feel 
certain, not quicker than in a single. 

I started up a well-known single of a late type, about 4 
h.p., and gave it a short run. Up to about 10 m.p.h. it was 
jerky. Also it was stifter than any flat twin I know to 
start, and it was. impossible to make the back wheel turn 
round when engaged with the engine in low gear. 

I have ridden over 2,000 miles on my present back tyre ; 
a great deal with a pillion passenger, and the tread does not 
yet show signs of wear. 

It is not so necessary to keep up the revolutions with a 
twin, as I have often turned a corner on top gear at 
6 m.p.h. without a jerk and also picked up speed again, 
though I generally change down for that for the sake of 
the engine. 

. The use of the magneto advance lever will save changing 
down and undue wear when running slowly, and this seems 
a lever which many people leave in one position, viz., fully 
advanced. At slow speeds the force of the explosion comes 
before the piston reaches the top of the stroke. No wonder, 
then, that undue wear takes place. 

London, S.W. R.E.C. 


Sir, — When I first enlisted I was working in the engine- 
house of our camp, and among the three engines we had 
was an old 16-20 h.p. Campbell, with water injection ; this 
was partly for cooling and chiefly for preventing pre-ignition. 
If it was turned off for a time a most horrible knocking com- 
menced, which stopped as soon as it was turned on again. 

As for the chemical action, the action of water steam on 
red-hot iron (viz., parts of combustion head) would surely 
be to combine the metal with the oxygen and burn up the 
hydrogen. . For a small and highly sensitive engine like a 
motor cycle engine water injection must be considered im- 
practicable. (Pte.) W. E. SLEIGHT. 


Sir, — I am always pleased to see letters, like that of Mr. 
Rycroft's in your issue of January 18th, on the question of 
raudguarding. This point, to my mind, is far more important 
than questions of carburetter warming, single v. twin con- 
troversies, etc. I, too, use a motor cycle daily for business 
purposes, and the last few weeks' weather has not improved 
my opinion of the manufacturers, who can supply us with 
engines like the M.A.G., gear boxes like the Sturmey- 
Archer, perfect clutches, interchangeable wheels, etc., and 
yet still continue to give us mud protectors unfit for a 
perambulator. I strongly object to clothing myself in 


fisherman's attire every time I must -ride even a raile, and 
yet this is absolutely necessary unless one can afford a new 
suit every day (which is not absolutely war-time economy). 
Please keep constantly hammering this point home to 
manufacturers, as it is quite possible to make motor 
cycling as clean as motoring, if only the makers will try 
to produce sensible mudguards. 

I would also like -to see a guard right under the engine 
to protect the crank case from mud and dust (I believe the 
new Matchless is so fitted), and why could we not have 
metal guards on each side of the engine, to enclose the 
working parts entirely, leaving the front ends open for a 
current of air to pass between them on to the cylimiers ? 
We have still a lot to copy from the car makers in this 

There are thousands of potential riders, who at present 
look upon the pastime as a "filthy job," and until this 
bogey is laid will probably remain outside the ranks. 



Sir, — I am enclosing a photograph illustrating an odd 
motor cycle race which was staged near here recently by 
Paul J. C. Derkum and R. C. Obert. 

The race was run through the five and a half mile length 
of the big concrete storm drain at El Molino. Obert won the 
race, covering the distance in 9m. 18|s. Derkum's time was 
11m. flat. 

The running time was increased considerably by the fact 
that two miles of the distance was over a cobblestone surface, 
and the last three miles was through soft mud and water 

A race in a storm pipe. (See letter from J. E. Hogg.) 

fromSin. to 6in. deep. The drain also has numerous curves 
and in taking one of these at high speed Derkum charcxed 
the waU, due to a skid (a side-slip, I believe, is what you call 
it m England). He lost two minutes straightening his 
handle-bars. ■ . 

The picture shows the riders neck and neck coming down 
°"^?. *^® several water shoots in the course of the big drain 

While this race was a thriller from start to finish, the most 
remarkable part of it is that Obert won in spite of the fact 

FE.BRUARY ist, igij. 


that he used a Cleveland lightweight motor cycle, while his 
opponent used an Indian motor cycle of much greater power. 
Obert's success is attributed to his ability to handle the little 
machine on the curves and in the slippery mud and water. 
Alhambra, Cal. , 'JOHN EDWIN HOGG. 


Sir, — Having read Mr. H. H. Brownrigg's very interesting 
letter in your issue of January IStlj, stating his experiences 
in connection with heating the air drawn into the main 
intake of the carburetter of his 4^ h. p. single cylinder, I 
should like to give my opinion as to the cause of loss of 
power and overheating which resulted from the above 

When air is heated and consequently I'arefied and drawn 
through th^ main intake, the pressure at the jet orifice is 
lessened, with the result that more petrol is sucked into the 
combustion chamber, giving an over rich mixture. Also, 
the mixture not being of so dense a consistency as cold 
vapour, cannot be compressed to so great an extent, natur- 
ally causing loss of power. Apparently the only solution of 
the problem seems to be to heat the mixture while on its 
passage from the jet to the cylinder, to overcome the over 
rich predicament ; but a certain loss of power seems in- 
evitable. GEO. SCOTHERN. 


Sir, — There is a- small paragraph in T!ie Motor Cycle of 
January 25th which is of vital importance to my Starter 
jet, that is, a little piece in "Current Chat," page 75, 
warning motorists not to use acetylene gas for starting 
internal combustion engines. The warning is given by an 
.experienced chemist, who states that all who escape accident 
when using this system do so by good luck, so evidently 
I have been enjoying extraordinarily good luck for the past 
two years. I might say that a Daimler started up O.K., 
but I should like to give it a good trial. If j'ou do not hear 
much of me later on, of course you will know myself and 
friends, present at the time of starting up, have gone hence 
owing to accidait. H. G. PASSEY. 

Sir, — I see you have a short article in The Motor Cycle 
of January 18th on starting with acteylene, and apparently 
it receives more or less approval from you. 

ilay I point out the very dangerous character of any such 
contrivance? I do not in any way question the results said 
to be obtained, but I am surprised the author of them is 
still unharmed, and especially- so with regard to his machine. 
The idea is quite old, and has been done with various internal 
combustion engines, sometimes with, ^t any rate temporary, 
success ; -in others, alas ! with accidents, some ending fatally. 

The point has only just been raised again in The Model 
Engineer by one who, like your correspondent, tried it. With 
the marvellous "luck of ignorance " he had not then had any 
accident J but another reader described a case ending fatally. 
The least extra accumulation of gas is fairly certain to blow 
the cylinder off. It cannot be too strongly insisted upon that 
acetylene, in any case, is a dangerotR substance to use as an 
explosive, and , ia the case of anyone not an expert in 
mechanical chemistry it is sheer folly to meddle with it. 

Perhaps you are aware that acteylene and oxygen (as 
opposed to air) is so violently explosive that, even in these 
days of high explosives (and before the Defence of the Realm 
Act), the mahing of the mixture is forbidden by law, let 
alone any attempt to use it. 

I myself can claim to be a highly trained and experienced 
chemist, and somewhat of a mechanic, and I would not on 
any consideration allow acetylene to be used in any case 
where I might be able to prevent it. F. C. LEES. 


Sir, — I see in The Motor Cycle for January 18th that 
the question of measuring gradients has cropped up again. 
There appears to be a great deal of misconception about 
this, ar.d, as a railway engineer, it is news to me to learn 
that on a railway a gradient of 1 in 1 is vertical. 

On all engineering works, as I know them, distance is 
measured truly level; anything else would lead to endless 
confusion, and it would be impossible to represent a plan 
on a flat surface. On a railway, where the gradients are 
usually very flat, the difference in length measured on the 
rail as against a level length is so trifling that it need not 

be taken into account in actual practice, but this does not 
apply in the case of hilly roads. 

To produce a profile or section showing the gradients on 
such a hill as Sutton Bank is quite a troublesome business, 
as the length of the surface of the road is considerably 
greater than that taken on the level, and it is the level, 
or horizontal, length that is required as against the vertical 
rise in that distance. This denotes the gradient, the 
surface length not being considered at all. S.L. 



Sir, — I greatly appreciate "Progressive's" article on two- 
strokes, and quite agree with his list of merits, but could 
add another, lightness. As he says, most of the disadvant- 
ages have been overcome in 'most of the good makes. My 
experience will bear out this statement. 

I have owned and driven several well-known two-strokes, 
also four-strokes, but for an inexpensive lightweight, cheap 
to run, light on tyres, belts, and petrol, there is nothing 
to beat a two-stroke. 

I have used my machines almost every day, both foi 
business in town and- touring, having several times done 
130 miles a day on a Baby Levis. My present bicycle is 
a 1915 Excelsior, Villiers two-speed engine, chain-cum-belt 
drive, Amac with 25 jet and a large compression tap in 
induction pipe, which is fully open after starting from cold. 
I have fitted a lain, tail pipe to the silencer, which has 
improved the running. 

The machine will easily climb hills like Sunrising, Fish 
Hill (Broadway), Weatheroak, etc., on top (5^ to 1). 

With regard to the disadvantages mentioned by "Pro 
gressive," I will give my experience with this machine. 

Flexibility. — I can ride, with person walking, on bottom 
gear (85 to 1), ignition retarded, and accelerate to 40 m.p.h. 
on top. i\ four-stroke of the same size is no better, if as 
good. ■ It rarely four-strokes. 

Cooling. — I have had no trouble on this score. I give 
plenty of- oil (drip to induction pipe). I often do sixteen 
miles, Alcester to home, including climb up Gorcot Hill, 
in thirty minutes, and the engine is not really hot on arrival 
home. I had some trouble at first with plugs, but since 
fitting a Sphinx speed model, my troubles have departed. 
I am going to try the new Sphinx two-stroke plug next 

Petrol Consumption. — About 100 m.p.g. is my average. 

There has been no trouble with crank case compression. 
The original bearings are still as new after about 8.000 
miles, also original piston rings are still running. They 
never stick in their grooves, as I think I keep them free 
by injecting a drop of paraffin once a week into the engins 
while hot. I clean and decarbonise about every 500 miles, 
which only takes about an hour (a big advantage over four- 
strokes) . 

For a rider who is content with a 25-30 m.p.h. pace there 
is nothing to beat a good two-stroke. 

In conclusion, I should like to say that I consider the 
Excelsior a grand machine, well built, nothing shoddy, 
compact, and pleasing to the eye. Usual disclaimer. 

King's Heath. EXCELSIOR. 


Sir, — In spite of the general easy starting of the 2| h.p. 
Douglas, much difficulty has been experienced during the 
cold weather in starting up from cold in this part of the 
country (Newcastle-on-Tyne). 

The .following tip has been found of great service, and 
is passed on to others who are riding the W.D. Douglas. 
Remove the projecting trouser guard on the air intake of 
the carburetter, and do not refit until warmer days arrive. 

Purchase a good-sized cork from an oil and paint 
merchant, and cut it to the shape of the screwed cover 
of the air intake, and make a close fit to prevent it slipping 
off on .to the road. On the coldest morning all one need 
do is to slip this fitting on, tickle the carburetter, a good 
heave, and off it goes. After mounting, the cork can be 
removed and put in the pocket. 


lOtving to the large number of interesting letters received 
weekly, many have to be held over for want of space. 
Correspondents are therefore ashed to be brief and lo 
the point. — Ed.] - 


FEBRUAHY ist, 1917- 



A Dissertation upon Cams, showing the Reasons for Different Contours, and the 
Advantages and Disadvantages of the Various Types. 

be a 

Fig. 1 . — V a 1 V e 
arrangement with a 
roller tappet. 

Fig. 2.— V a 1 V e 
gear, showing rocker 

WHILE most people, or, at any rate, most motor 
cyclists, have an idea of what a cam is, and 
what function it is supposed to perform, 
very few probably have troubled to analyse the action 
of a cam, its whys and wherefores,' and so fail to under- 
stand why one engine has quiet valves and another the 
reverse. Also, it is not generally appreciated why one 
cam wears rapidly, another slowly ; why one is suit- 
able for speed work, yet another for touring and slow 

The writer proposes to explain these various points. 
Fig. I shows a cam, tappet, and valve such as would 
common arrangement on any motor engine. In 

the end of the 
tappet is a roller, 
which rests on the 
face of the cam. 
In many engines 
this roller is re- 
placed by a rocker 
lever as shown in 
fig. 2, but for our 
purpose we will use 
the roller. Having 
now the mecha- 
nism, we must 
next consider the 
motions we can impart to it by rotating the cam. 

There are three distinct motions, any of which, or 
any combination of which, can be transferred to the 
roller. Movement of the roller, of course, means that 
the whole mechanism moves, so I will use the word 
roller throughout. Now we can consider the three 
distinct motions mentioned. They are — 

I. Uniform Motion. 

This is where the roller, having once been started, 
is lifted a uniform amount for each stage of revolution 
of the cam. Any object which is travelling at a con- 
stant speed, such as one mile in one minute continu- 
ously, is travelling with a uniform motion. We must 
note, however, that in order to travel with a uniform 
motion, the object must already be in a state of 
motion. A body which is in a state of rest cannot 
instantly attain uniform motion. This point is of very 
great importance, as will 
be presently shown. 

2. Harmonic Motion. 

The next type of 
motion is called har- 
monic motion. A familiar 
e X a in p 1 e of this is 
approximately the motion 
of a piston attached by 
the connecting rod to its 
crank pin. The piston is 
brought to a stop by the 
connecting rod at each 

end of its stroke, and is reversed, gradually gaining 

and then losing speed. The projected lines oh the 

diagram (fig. 3) show this more clearly than can be 

3. Constant Acceleration and Retardation. 

When a body is moved with a constant acceleration, 
we mean a constant and unvarying force is applied to 
it. Thus, when the body is still, and offers its greatest 
resistance to motion, force is applied to it and moves 
it slowly. The resistance to motion thus decreases, 
and with the same force applied the speed of the body 
increases constantly. Vice versa, if we desire to stop 
the body, a constant force will cause it to stop without 
shock by retarding it gradually. 

Having now fully considered the motions we may 
employ, I will next 
revert to their 
applicartions, in 
practice, to cams. 
My intention is not 
to confuse the 
reader with strings 
of figures, but to 
endeavour to show 
how the cams are 
designed, and what the effect of 
the roller. This, I consider, is 
graphic form, in which the 
it were rotat 

Fig. 3.- 

Diagram explaining the harnnonic 
motion of a piston. 

each will be on 
best done in a 
roller is shown as if 
around the cam. It will be' noted. 

however, that the positions of the centre of the 
roller during a certain stage of its lift are projected on 
to a yertical line to make my comparisons clearer. 
The cams, which are showii at figs. 4, 5, and 6, have 
been drawn from the following data. 

Valve lift = .4in. 

Valve to be lifted in 90° crankshaft rotation. 

Valve to remain open for 40° crankshaft rotation. 

Valve to be closed in 90° crankshaft rotation. 

Diameter of roUer=>2in. 

Uniform Motion. 

The cam, of course, runs at half engine speed, 
therefore the angle of crankshaft rotation must be 
divided by two to give the corresponding cam period. 

Fig. 4. — Uniform motion. 

Fig. 5. — Harmonic motion. 

Fig. 6. — Constant acceleration. 

FEBRUARY ist, igij. 


Cam Design. — 

This is shown on the diagram, the angles being tlien 
45°, 20°, and 45° respecti-yely. From the position 
where the roller rests on the plain portion of the cam 
we mark off the centre of the roller. Above this we 
step off the lift of the cam, viz., .4in.^ This space can 
be divided into as many portions as convenient, eight 
having been chosen in this case. We must remember, 
however, to divide- the angle through which the lift 
occurs into a similar number of parts. From the cam 
centre of rotation, the different centres of the roller 
are projected across as shown. 

To obtain uniform motion the roller, having no 
initial upward motion, must accelerate from nothing 
to the velocity it has to attain finally in an infinite 
space of time. This is impossible, and what would 
occur actually would be 
that the roller, on coming 
in contact with the cam 
face, would attempt to 
bounce off immediately, 
then would fly back again, 
. and so on, causing great 
shock, noise, and wear. As 
we want the roller to be 
lifted with the minimum 
effort, it is clear this cam 
does not suit our -purpose. 

An illustration of this occurring may be helpful. 
Supposing a motor cyclist moving along at, say,, 30 
m.p.h. runs into a wall. The impact is terrific, of 
course, and breaks his machine. This is almost equiva- 
lent to what occurs to a roller in the case given. Sup- 
posing, now, our motor cyclist uses a constant retard- 
ing force, e.g., the brake, he stops himself without 
damage. This gives a rough illustration of the differ- 
ence between the action of the uniform motion and 
constant acceleration cams. 

In the case of harmonic motion, shown in fig. 5, as 
can be seen at a glance, the upward lift of the roller 
is much more gradual than in fig. 4. 

Constant Acceleration. 

The most important type of cam, viz., constant 
acceleration and retardation, is shown in fig. 6. I say 
this cam is the most important, because it is possible, 
by its use, to raise and lower the roller with practically 
a constant force being exerted bv the ram. This is a 

Fig. 7. — A type ol 
tangential cam useful 
for all-round work 

Fig. 8. — An alter; 
native type of tan- 
gential cam. 

highly important feature, and one upon which too 
much stress cannot be laid. It means that we can 
obtain a quiet, durable valve gear which will maintain 
its original efficiency for long periods. We note on 
the diagram how the roller is first lifted a small 
amount, increasing to the middle of the lift, and then 
decreasing to the top of the lift, thus doing away with 
the tendency of the roller to fly off the cam face. 

Other Cams. 

-The remaining diagrams, figs. 7, 8, and 9, show three 
more types of cam^ The first two are varieties called 
tangential cams. This type, especially the first, gives, 
as can be seen by comparison with fig. 6, a very close 
approximation to constant acceleration, and, when 
properly designed, gives very good results. It is 

largely used owing to the 
simple outline lending it- 
self well to cheap machin- 
ing. The last is a type 
which gives very good 
results for speed work, 
but is noisy, and usually 
unsuitable for touring 
engines. As can be seen, 
it gives a rapid opening 
to the valves, which, 
combined with an equally 
quick closing, permits a long dwell open. 

Summary and Remarks. 

The writer is firmly of opinion that a study by 
designers of the essentials of cam design would benefit 
many motor cycle engines. Noisy valve gear is, with- 
out a- doubt, very much more prevalent on motor cycle 
engines than on car engines. It is acknowledged, of 
course, that car engine designers were very much 
stimulated by the advent of the sleeve valve engine, 
but there is no reason why motor cycle engine designers 
should not also improve their products. Noisy valve gear 
has usually been in the past drowned by a more noisy 
exhaust, but, as silencers improve, more insistent 
demand will be made for silent valve gear. 

By the foregoing the writer hopes some of the faults 
and ideals of cam design are made clear, and a little 
consideration of this article will help to make the 
reader appreciate the reasons underlying valve gear 
behaviour. A.A.S. 


Fig 9. — ^A cam 
primarily designed 
for speed work- 

Radiating Fins and Aero Engine Practice. 

WE have often made refei^ence to the probable 
influence which aeroplane engine construction 
is likely to have on the motor bicycle engine 
of the future, and some little while ago published a 
series of articles on this interesting subject. Since 
that time further evidence has been forthcoming that 
vast strides are being made in moulding and casting, 
so that now it is possible to cast the most intricate 
cylinders with twice as many radiating fins per foot as 
was before commercially possible. 

Moulding and casting, where it depends entirely 
upon the adroitness of the craftsman, enables prac- 
tically anything to be cast, and the writir has seen the 
most beautiful designs in foliage, flowers, etc., pro- 
duced entirely in cast iron, but the methods employed 
are very different from ordinary foundry work. . To 

produce motor cycle air-cooled cylinders on these lines 
would be extremely expensive. 

From what we have seen we think it is quite probable 
that motor cycle cylinders will in future not only be cast 
very much better than ever they have been before, but 
they will also be cheaper to produce as well as more 
uniform throughout. Previous to the producti(jn of 
aeroplane cylinders with a large number of radiating 
ribs set very close together, the ordinary motor cycle 
cylinder produced a considerable amount of bad 
language among founders. The aeroplane industry has, 
however, produced machinery by means of which there 
does not appear to be any difficulty in moulding and 
casting air-cooled cylinders with as many ribs as can 
be got on the barrel. The ribs can also be as deep as 
before and very much thinner at the edge and the root. 



A Special Design to Meet 
Overseas Requirements. 

IN furthering oui- campaign to fostei 
the export trade of this country, we 
continue to find manufacturers devot- 
ing what little time they can spare from 
wax work to the important duty of hold- 
ing our Overseas markets. Many firms 
have specialised, from time to time, in . 
Colonial models of motor cycles, and the 



The Empire military model, which is specially designed 
for Overseas use, having a 12in. ground clearance. Note the 
six-point fixing of the mudguard. 

return of peace will see a marked ad- 
vance in this direction ; but the sidecar, 
developed in accordance with the many 
urgent demands from all parts of the 
world, has been somewhat neglected. 

Messrs. Lowes Empire Motor and 
Sidecar Co., Ltd., of 159, Great Charles 
Street, Birmingham, have been concen- 
trating on Overseas models — or rather 
on special sidecars to meet Wai' Office 
requirements for active service. This 
has necessitated the design of a model 
which will "fill the bill" for the majority 
of Overseas riders. In order to obtain 
the ample ground clearance of 12in., 
the usual type of underslung frame is 
superseded by a level chassis of extra 
heavy gauge tubing. Four-point heavy 
steel forged connections are provided, 
each embodying a patent quickly detach- 
able coupling. The wheel is exceptionally 
strong, being built on an unusually wide 
hub, supported at both ends with heavy 
gauge spokes. The steel mudguard has 
a deep inside valance, and is attached 
at six points ; this should effectually pre- 
vent the usual destruction by vibration, 
common with guards having inside sup- 

ports only. Removal of the wheel is 
rendered easy by slotted fork ends. 
Springing is strong yet efficient, the con- 
nections to the chassis being a particu- 
larly good point. 

A coachbuilt body on pleasing lines, 
made up of close annealed metal panels 
on wood frames, made under a patent 
process, finished with good upholstery, 
side doors, and pockets, all go to form 
a smart and attractive sidecar. A neat 
screen can be provided if required. " A 
substantial kick-up jack is fitted. This 
model can be supplied with either 25in. 
or 28in. wheels. We are informed that 
iiumbers of this par- 
ticular model have 
seen active service on 
all fronts, and have 
given general satis- 
faction. The makers 
have, amongst a long 
list of various de- 
signs, one or two 
other types especially 
worthy of notice. 
The Empire light- 
weight, which turns 
the scales at about 
60 lb., is a very 
pleasing model, as is 
also a medium weight, 
built on similar lines. 
This has a special 
point in an extension 
of the wheel spindle, 
which carries an outside vertical support 
for the mudguard, pivoted at the top to 
lift out of the way when removing the 



HE ingenious nipple for Bowden 

wires we illustrate can be attached 

instantly. The end of the wire is 

first sweated to prevent the edges fray- 

A medium weight Empire model, having an outside 
stiffening lod pivoted to the mudguard. 

A wire nipple by which the length of cable 
can be easily adjusted once the end has been 

ing. The nipple has the ends split and 
coned, and the fact of screwing a nut 
over the split cone en- 
sures a tight grip of the 
nipple. Once the end 
has been sweated and 
the nipple placed in 
position, the wire can 
be shortened or ad- 
justed without any 
necessity for further 

The device is the in- 
vention of one_ 
mechanics at" Messrs 
H. Taylor and Co.'s, 
21a, Store Street, Tot- 
tenham -Court Road, 
London, W.C., who is 
anxious to sell the 
rights of manufacture. 

-FEBRUARY ist, igij 

rHE Motor Cycle campaign in favour 
of spring frames is well known to 
our readers, and we illustrate on 
this page a device invented and patented 
by Mr. M. M. Brophy, of 48, Approach 
Road, Margate. 

The rear axle carries blocks, which 
slide in slots carried at the rear of the 
forks, and capable of adjustment for 
chain or belt stretch. , The wheel axle 
is mounted upon the longer arms of the 
bell crank levers, while the shorter arms 

The eighty-eighth 
spring frame 

A rear springing device patented by 
, M. M. Brophy. 

are connected with springs and placed 
in such a position with relation to the 
direction in which they act upon the 
springs that any upward movement of 
the wheel wOl tend to move the ends of 
the short arms appreciably towards the 
fulcrum of the lever, so that they, acting 
through a shorter leverage, will have a 
more powerful influence upon the springs 
as they are compressed, and their resist- 
ance of the latter increases. Thus, it is 
claimed, bouncing is minimised, and a 
very delicate adjustment obtained. Refer- 
ence to the illustration vyill give a clear 
idea of the construction of the device. 






"Motor Cycles and How" to 
Manage Them." 

Recognised everywhere as the standard 
handbook on the motor cycle, its care and 
management. Every motor cyclist, whether 
beginner or experienced rider, will find the 
book extremely useful. 

Price 1/6 nel. By posl, 1/10. 

" Hints and Tips for Motor Cyclists." 

This book gives hundreds of useful 
"wrinkles" and, items of information con- 
cerning the rimning, management, and repair 
of rhotor cycles, and contains what may be 
termed the cream of up-to-date motor cycling 
knowledge. Altogether nearly i,ooo hints and 
tips are given. 

Price 1 /- net. By post, 1 /2. 
"Tracing Troubles." 

Motor Cycle Faults, Their Identification 
and Their Remedies Fully Explained. • 

The object of this book is to enable motor 
cyclists not only quickly to trace the cause of 
any fault in the machine, but to remedy the 
trouble in the shortest possible time. The 
system is applicable to all makes of machines, 
both four-stroke and two-stroke. 

Price 1/- net. By post, 1/2. 





Obtainable through leading booksellers, or direct 

from the publishing offices of *' The Motor Cycle,^' 

2o, Tudor Streeij London, E.C., England, 
































FEBRUARY ist, igiy. 

A selection of questions.ot general interest received from readers and our replies thereto. All questions should be addressed to the Editor, " The Motor Cycle," 
20, Tudor Street, London, E.C., and whether intended for publication or not must be accompanied by a stamped addressed envelope for reply. Correspondents are 
urged to write clearly, and on one side of the paper only, numbering each query separately, and keeping a copy for ease of reference. Letters containing legal 
questions should be marked "Legal" in the left-hand comer of envelope, and should be kept distinct from questions bearing on technical subjects. 

Again— Which Wheel Lifts? 

Owing to an argument that has 

— I arisen among the despatch riders 

> of my company, I should esteem 

-iJ it a great favour it you will give 

me your opinion as to which 

turning, right or left, one is most likely 

to turn a motor cycle over when riding 

with the sidecar attached. — F.C.B. 

With the sidecar on the left-hand side 

of the machine you are likely to overturn 

the outfit in taking a left turn. In taking 

a riglit turn it is almost impossible to 

upset, the wheels of the outfit merely 

skidding. With any vehicle the wheel 

or wheels on the inside of the circle tend 

to lift when cornering at speed. 

Broken Valves. 

I have a motor cycle fitted 

^ with a 2| h.p. single-cylinder 

^ engine, on which the exhaust 

_IJ valve is continually breaking. I 

do not tliinlc the valve spring is 

too strong, but I cannot get a valve 

to last more than 500 miles. — D.L.W. 

your trouble, is most likely due to the 

valves being made of poor material. 

Have a special valve made of nickel or 

tungsten steel. The following will often 

cause valves to break : Too rich a 

mixture, back pressure in exliaust outlet, 

running with spark too far retarded, or 

too strong a valve spring. 

Difficult Starting. 

I should be much obliged if 

^T] you could advise me in the 

"f following difficulty. I ride a 2-| 

_L1 h.p. Douglas, 19i3 model, fitted 

with 1916 cylinders, and Binks 

1916 three-jet carburetter. I have rung 

the changes on various pilot jets, and 

find that when running the correct ones 

are 000 and 2, as first and second pilots. 

The trouble is to get the machine to 

start. After flooding the machine gives 

a few more or less feeble explosions and 

then stops. If I open the throttle more 

than half on to the first pilot it chokes. 

I used to start up by putting my hand 

over the air intake, but as I have fitted 

a hot air pipe, without which the float 

chamber promptly freezes up, this is 

now impossible. — J.C. 

We think you will get easier starting if 

you proceed as follows : MakeN quite sure 

no air leaks exist in the induction pipe 

or the carburetter joints, and make certain 

the contact points are breaking properly 

and are quite clean, and plugs are in 

good order, and electrodes are clean and 

properly adjusted. If all these poTnts are 

correct start as follows : Before flooding, 

open the throttle ' wide so that petrol 

sprays from all three jets simultaneously. 
After flooding freely, close the throttle 
so that the pilot jet only is in action. 
We think if you try this tip you will be 
able to start more easily, though, of 
course, starting . difficulties are to be 
expected in cold weather with present 
day petrol. 

Tuning a Scott. 

Will you kindly assist me with 
■^ your advice re 1914 Scott? The 
> machine is in excellent condition, 
-2J compression in both cylinders 
perfect, and quite clean inter- 
nally; magneto timed, when retarded, 
points broken, piston dead on top. 1 
have fitted new gauzes and crank case 
packings. The machine is very heavy 
on petrol — 30 to 40 m.p.g. — and does 
not climb hills on top gear solo, also 
cannot exceed 35 to 40 m.p.h. (1.) Is 
it quite necessary to have double gauze 
■ to all four transfer ports? (2.) What 
speed should the machine be capable 
of, solo and with sidecar? (3.) Is the 
Scott machine suitable for long jour- 
neys with sidecar, passengers total 
weight 25' stone?— G.O. 
(i.) We do not consider it absolutely 
necessary to have Uxo double gauzes in 
each of the transfer ports of the Scott 
engine. You will find that the gauzes 
can be separated, and we would advise 
you to do this and replace them with 
only one gauze between each of the pack- 
ing joints. This is particularly advisable 
when using heavy fuels, which show a 
tendency to fill up the gauzes with a 
black glutinous substance. We would 
imagine that obstruction in these gauzes 
is probably the cause of your machine 
being slow on the road, but a Scott 
never pulls well after having been decar- 
bonised till it has done a certain amount 
of running. (2.) It is rather difficult to 
say wliat speeds the machine should be 
capable of. It should touch something 
in the neiglibourhood of fifty solo, and 
forty with a medium weight sidecar, in 
the hands of a niediocre rider. (3.) Yes, 
we consider the Scott machine quite 
suitable for long journeys with sidecar. 
Being water-cooled, it can carry a fair 
weight at high average speed without 
danger of overheating. We note that you 
have fitted new packings to the crank 
case. We presume you mean the rubber 
packings between the cylinders and the 
crank case. Very great care is needed 
in making these joints, as the slightest 
inequality, caused by the twisting of the 
rubber rings, will entirely upset the 
running of this engine. Make careful 
search for air leaks, both about the crank 
case and the induction pipe. 

A Weak Spaik. 

I have a small Bosch magneto 
which I can only get to spark by 
moving the high-tension wiie 
across the field magnets. It will 
not jump across anything. I have 
tried altering the size of the gap, but 
to no purpose. Would you please- advise 
me what to do to make it spark across 
the points of a plug? — A.W.W. 
Make sure all adjustments of the magnets 
are in order. See that the rocker arm 
of the contact breaker is not sticking, and 
that the platiiTum points are clean and 
adjusted to break about '.4 mm. Also 
make sure the high-tension carbon brush 
and holder are in good order and free 
from oil. See that the switch wire, if 
fitted, is not shorting. If all these points 
are in order, it is possible the magneto 
may require an overhaul or the magnets 
remagnetising. When rotated fairly fast 
— say at about 200 r.p.m. — a spark should 
take place at the plug points quite regu- 
larly and jump a gap of about 1 mm. 
In testing, see that only the body of the 
plug is touching the metal of the engine 
or magnets. 

Gununy Engine. 

(1.) I have a 2| h.p. two- 
■^ stroke, the engine of which gums 
V and locks when running to make 
-i-i a start, the back wheel skids, and 
on tar macadam it is almost im- 
possible to start. Injecting a quantity 
of petrol eases tire engine, but even 
then it sticks when starting again. I 
bought it second-hand ; it is about 
twelve months old. Can you- suggest 
a remedy? (2.) ■ What is the best oil 
for this type of engine, and the best 
setting of the drip lubricator, as I have 
been used to an oil pump? — J.M. 
(1.) The exceptional gumminess of your 
engine may be due to faulty piston rings. 
Either the rings are too large or are stuck 
into their grooves. You may be using 
an oil which is too thick for the cold 
weather. (2.) Any first-class brand of 
oil of a light grade, such as Price's, 
Huile de Luxe, or Vacuum T.T., should 
be about right. You may possibly 
experience less difficulty in starting if 
you give only a very small throttle open- 
ing for starting. The correct setting for 
the drip feed can only be found by ex- 
periment, as it varies according to the 
work being done. Sufficient oil should 
be given to cause the engine to be almost 
smoking, but not quite ; that is, if the 
throttle be closed or the engine shut off 
while descending an incline, upon open- 
ing out again a puff of bkie smoke from 
the .exhaust should be visible. 


FEBRUARY ist, 1917. 

Desaxe Cylinders. 

I shall be much obliged if you 

?can see your way to answering 
the following questions : (1) 
-^ What are the mechanical and 
theoretical advantages and dis- 
advantages of an " offset " or disaxi 
cylinder? (2.). The actual -position of 
the crank pin in relation to the main 
shaft and gudgeon pin at the moment 
of the "piston on dead top of the 
stroke." (3.) Is the balancing of this 
tj'pe of engine any more complicated 
or difficult?— A. S. 
(1.) The chief advantage claimed for an 
offset or desaxe cylinder is that a. more 
direct thrust on the crank pin is ob- 
tained ; there is also less thrust on the 
cylinder walls during the explosion stroke.' 
In practice the difference noticeable is 
small. (2.) When the piston is at the 
top of its stroke the connecting rod and 
crank will be in line, and the crank pin 
win have passed the top vertical position 
and, in fact, commenced to descend. (3.) 
The balancing is practically the same as 
with the cylinder in the usual position, 
for the amount of offset is never great. 

Refusal to Fire on Front Cylinder. 

I have been troubled with 
missing and erratic firing of the 
front cylinder of my "fiat twin." 
This cylinder will not fire at 
starting, but after running a few 
minutes on bottom gear will suddenly 
pick up until I change into top, then 
it will again commence to miss. The 
same thing happens When, after firing 
regularly, I have to slow down for 
corn,ers ; on opening the tlu'ottle it 
again misses. I may add I am using 
a Binks three-jet carburetter, and the 
engine seems to pick up only when 
opening the throttle fully. I have tested 
the plugs, valves, tappets; clearance, 
magneto adjustment, etc., and can find 
no air leaks. This trouble has puzzled 
some good mechanics, and if you can 
let me have your opinion you will 
greatly oblige. — A.H.L. 
We think you must have overlooked some 
small misadjustment. It" sounds very 
much as though you have an air leak 
somewhere which affects the front cylin- 
der. A very likely cause is a badly worn 
inlet valve guide, through which air can 
be drawn. Weak inlet or exhaust springs 
might also cause the trouble. If these two 
points do not prove to be the fault, we 
can only advise you again to go over all 
ordinary adjustments ; bind all induction 
pipe joints with adhesive tape to prevent 
air leaks, make sure that the magneto car- 
bon brushes and holders are in good order, 
that the insulation of the high-tension 
cable is quite sound, and make sure the 
contact points are breaking equally for 
both cylinders. Uneven lubrication of 
the cylinders might cause poor running 
on the starved cylinder, but this is not 
a likely cause. Whether the fault is in 
the plugs can be seen by changing the 
plugs over. See that the air is heated 
before it enters the carburetter. An 
improvement may also be effected by 
jagging the inlet pipe, as condensation 
often causes erratic running during the 
cold winter weather. The trouble of poor 
acceleration is undoubtedly due either to 
incorrect combination of jets in the car- 
buretter, or to air leaks somewhere in 


the induction system. For information 
on the matter of carburetter adjustment 
we would advise you to write to the 
makers of the carburetter. 


Would you be good enough to 
3r] let me know what you think, is 
"^ wrong with my magneto, which 
-iJ is a Euthardt? The engine mis- 
fires- badly, from what cause I 
cannot say, although I have had a 
motor cycle for five years, and have 
referred to " Motor Cycles and How 
to Manage Them." It fires perfectly 
six times, and then misses about the 
sixth as regularly as if it were made to 
fire that way. The points are good 
and the adjustment correct, the magnet 
powerful, and the carbon brushes all 
right. I should send it to be repaired, 
but I use the machine nearly every 
day, and from what I hear the makers 
might keep it for months. — T.B. 
From what you say in your letter there 
seema. to be no evidence at all that it is 
the magneto which is at fault. We should 
recommend you to overhaul the whole 
machine, especially the carburetter, which 
may after all be the source of the trouble. 
Detach the high-tension wire from the 
magneto and hold it close to the cylinder, 
rotating the engine at the same time, and 
if a spark occurs regularly you may be 
sure that the magneto is in good order. 
Make sure that the contact breaker rocker 
arm is not sticking. Symptoms such as 
you describe, as you are aware, may be 
caused- by -worn throttle slides, air leaks 
in the carburetter or induction pipe 
unions, and weak exhaust valve springs. 
If you definitely trace the trouble to the 
magneto, all you can do is to send it to 
the makers or some reliable repairers. 


I have a 3^ h.p. single, and 

■JTj have taken the engine down, 

^ and on the spindle each side the 

-iJ flywheels there appears to have 

been a small peg for the ball 

bearing cage to fit on, but these have 

worn or broken off. (1.) Would it be 

advisable to have them put in again? 

(2.) Would there be any harm in 

mixing a small amount of graphite 

with the engine oil when I put the 

engine together ? (3. ) Should there 

be- a small hole in the petrol filler 

cap ? (4. ) The oil comes rather freely 

through the auxiliary exhaust valve 

down the pipe, and clogs the small 

holes in the silencer. Can I alter 

this? (5.) The oil also comes up the 

tappet guides and through the ball 

valve on the pulley side. (6.) The 

engine has a tendency to knock.' I 

have two sparking plugs, - one with 

three points and one with four. — L.B. 

(1.) Yes; we should advise you to peg 

in the ball bearings, as previously done, 

otherwise they may turn and wear 

the crank case. (2.) We would not 

advise you to use graphite. (3.) Yes; 

there should be a small hole in the 

petrol filler cap to enable the petrol to 

flow freely, otherwise the tank will 

become air-locked. (4.) You might cure 

this by fitting a stronger spring. (5.) 

If there is much leakage of oil at the 

tappet guides, new guides are probably 

necessary. The ball valve might have a 

pipe fixed on the end of it, so as to 

carry away any excess of oil which 
leaks at this point. Possibly you are 
giving too much oil. (6.) You do not 
give us sufficient details to enable us to 
tell you the cause of the knocking. 
This may be due to too much carbon 
deposit, to a loose gudgeon pin or big 
end bearing, or to the use of a plug the 
points of which are too light and cause 
pre-ignition. It is best to use a good 
single or double point plug of first-class 
- manufacture. ~ ~ 

= A Gastight Joint. 

(1.) My 6 h.p. A.J.S. has de- 
tachable cylinder heads, and on 
sending to the makers for'joint- 
ing they sent me a copper washer. 
Is it intended to have a bit of 
asbestos cord put in the groove of the 
washer when making the joints? (2.) 
Is gold size the best thing with which 
to smear the washer? (3.) What should 
I use for the joint between the cylinder 
and the crank ease? — R.L.B. 
(1 and 2.) Tire washer ought to have 
asbestos in its groove. The washer is 
quite a good one, and if the joints are 
true does not need any dressing or treat- 
ing of any kind. (3.) Brown paper soaked 
in . boiled linseed oil ; or seccotine -or 
shellac varnish smeared on the paper 
washer makes an excellent joint. 


Generator Trouble. 

The generator ti'ouble complained of 
by "H.E.N." on January 11th is caused 
by overloading the generator. Three 
lamps are too much for an ordinary 
generator for really satisfactory work 
unless the burners are unusually ■small. 
The excessive demand for gas causes great 
heat in the generator; consequently, 
much steam is generated as "well as gas, 
and the steam condenses in the. piping. 
Even . if condensing trouble does not 
occur the steam causes an inferior light, 
which is liable to blow or jolt out. — G.S. 

Gear Adjustment. 

I. think "E.G.L.'s" trouble (in The. 
Motor Cijcle of January i-8th), re N.S.U. 
gear, is the same as I have experienced, 
which was due to deficiency of strength 
of main spring. — H. C. Griffiths. 


Bristol to New Brighton. — M.S. 
• Bristol, Filton, Alveston, Stone, Glou- 
cester, Tewkesbury, Worcester, Kidder- 
minster, Bridgnorth, Shrewsbury, Whit- 
church, Chester, Birkenhead, New Brigh- 
ton. Approximately 93 miles. 

WoEURN TO Chatham. — C.S.C. 

Woburn, Hocklifte, Dunstable, St. 
Albans, .Hatfield, Ware, Hertford,' Har- 
low, Ongar, Brentwood, Tilbury, by 
ferry to Gravesend, Rochester, Chatham. 

Birmingham to Hastings, via Dorking. 
— A.J.G. 
Birmingham, Henley-in-Arden, Strat- 
ford-on-Avon, Shipston, Enstone, Oxford, 
Henley, W-okingham, Bagshot, Guild- 
ford, Shere, Dorking, Reigate, Felbridge, 
East Grinstead, W'ych Cross, Uckfield, 
East Hoathly, Horsebridge, Ninfield, St. 
Leonards, Hastings. 

February ist, 1917. 

THE MOTOR CYCLE.— (Supplement i) 

Advertisements. 17 

on its self - made 
pedestal of fame, the 
ZENITH retains its 
admirers long after other 
makes have ceased to 
interest a rider. 
Recall its record ! 


Owing to national circuin> 
stances it is impossible to give 
delivery dates : but we are 
always glad to answer enquiries. 


:: LTD. :: 

Hampton" couRfi 

ENG. :: 





Read the reason 

why Od-StlTOl was used by the 


"I hi 

an oil 

to give 



., yi ^ n ■, MdiourM, 

Mr. H. C.Panmfex 2yd ScpUmbir, 1916. 

Agent for Wakefield s Castrol, •' ' ' " 

22, Marktt Strut, Melbourne. 

Dear Sir,— I have used Wakefield Castrol OH exclusively in my Indian Male 
Cycle in my recent World's Records, and I wish to express to you my aPpreciatitH 
of this oil. , ...,,, 

During mv severdl years' ezperiatct of motor cycle racing and high speed matt 
and records,' I have never found tit oil to give such excelUnI results. I am fwto 
satisfied that a more perfect lubricant than Wakefield Castrol is not oUainaUe, 
either for ordinary tiniring or for racing purposes under extreme conditions. 

Wishing you every success with the oH, ' j ^^^ ^^^^ faithfuUy, 

[Signed) J. R. BOOTS. 

Wakefield House. 



In answerina these advertisements it is desirable to menlion "The Motor Cycle.' 


i8 Advertisements. 

THE MOTOR 'CYCLE.— (Supplement ii.) 

February ist, 1917. 



ADVERTISEMENTS in these columns 
— First 12 words or less 1/6, and 3d. for every 
two words after. Eaeh paragraph is charged 
separately. Name and address must be counted. 
Series discounts and special terms to regular 
trade advertisers will be quoted on application. 

Postal Orders sent in payment tor adver 
tisements should be made payable t'* 
ILIFFfi & SONS Ltd., and crossed 

All advertisements in this section should be 
accompanied with remittance, and be addressed 
to the offices of "The. Motor Cycle," Hertforo 
Street, Coventry. To ensure insertion letters 
should be posted in time to reach the offices ot 
"The Motor Cycle." Coventry, or London (20 
Tudor St., E.O.), by the first post on Friday 
morning previous to the day ot issue. 

All letters relating to advertisements sboulR 
quote the number which Is printed at the end O' 
each advertisement, and the date ot the issue in 
which it appeared. 

The proprietors are not responsible for clerical 
or printers' errors, although every ears is taken 
to avoid mistakes. 


For the coavenience of advertisers, letters may be 
addressed to numbers at "The Motor Cycle" Office 
When this is desired, the sum of 6d. to defray the cost of 
registration and to cover postage on replies must be added 
to the adver tisement charge. Only the number will appear 
in the advertisement. All replies should be addressed, 
*'No. 000, c/o 'The Motor Cycle,' 20, Tudor Street, E.G." 


, PersoQs who hesitate to send money to unKnown persons 
may deal in perfect satety by availmg themselves of our 
Deposit System. If the money be deposited with " The 
Motor Cycle," both parties are advised of this receipt. 

The time allowed for a decision alter receipt «t the 
goods J3 three days, and if a sale is efiected we remit the 
amount to the seller, but if not we return the amount 
to the depositor, and each party to the transaction pays 
carriage one way. For all transactions exc^ding £10 in 
value, a deposit fee of 2s. 6d. is charged, wben under 
fio the fee is 13. All deposit matters are dealt with at 
Coventry, and cheques and money orders should be made 
payable to Uifie & Sons Limited. 

The letter D " at the end of an advertisement is an 
Indication that the advertiser is willing to avail himself oi 
the Deposit System. Other advertisers may t>e equally 
desirous, but have not advised us to that ejaect. 


Headers who reply to advertisements and receive no 
answer to their engnliles are nquested to regard the 
silence as an IndlcatloD that the goodb advertised have 
akeady been disposed of. Adver&ers often receive so 
many enquiries that it is quite impossible to reply to eaoo 
9ne by post. 


1 014 31/^h.p. A.B.O., 4 speeds, lamps, horn, tools, and 
1«/ spares, 7ery fast, perfect condition; expert ei- 
amination ; must sell; £65, or near ofEer.—Westend Gar- 
ageT^Hereford. [7813 


ABINGDON King Dick. 1912 SVah-p., N.S.U. 2 
speed, F.E., coaohbuilt combination ; must sell ; 
owner called up ; £20, bargain.— A. Marsh, 29, Capstone 
Ed., Bournemouth. [7863 

1Q18 5-6h.p. Abingdon, S-apeed, lamps, etc, coach- 
X«7 built sidecar, hood, screen, nnmerous spares; a 
good lot, and cheap; £55. All machines adrertised by 
me have been thoroughly oTerhanled and guaranteed 
value for money.— Jones, Garage, Broadway, Muswell 
Hill. [7692 


A.J.S. iyl4% 6h.p. Combination, hood, screen, new 
condition; £65.-29, St. Leonard's St., Bow. [7933 
A.J.S., 1915, 6h.p., and sidecar, little used, Lucas 
lamps; £75.— X., 45, "Whittall St., Birmingham. 


A.J.S., 1913, 6h.p., coaohbuilt sidecar, fully equipped, 
perfect condition ; 40 gns.— 283, Oamberwell Bd., 
Camberwell. [7752 

1 Q17 4h.p. A.J.S., owner unable to take delivery 
-L*/ owing to joining the colour*.— Box 686, c/o TTie 
Motor Cycle. [i5524 





REX, 5 h.p., twin, magneto £8 

TRIUMPH, 3^ h.p., complete with access. ... £16 

P. & M., 3^ b.p., 1910, 2-speed gear £22 

CALTHORPE-tl.A.P., 2f h.p., 19I5, 2-speed.. £27 
CALTHORPE-J.A.P., 2|h.p., igi6, 2-speed.. £28 

SCOTTf 3I h.p., 1912, 2-speed, kick start £28 

OVERSEAS, 3* h.p., 1915 £28 

REVERE, zl h.p., 1916, 2-stroke, 2-speed . . . £29 

BRADBURY, 3^ b.p., igi2, 2-speed £30 

HUMBER, 3^ h.p., 1914, 3-speed, kick starter £36 
INDIAN, 7 h.p., 1913, 2-speed, spring frame. . £39 

DOUGLAS, 2% h.p., 1914, 2-speed £42 

DOUGLAS, 2I h.p., 1914, 2-speed, and access. £43 
DOUGLAS, 2I h.p., I9r4, 2-speed, and access. £44 

ENFIELD, 6 h.p., 2-speed, C.B. Sidecar £45 

INDIAN, 7 h.p., 1914, clutch model £45 

INDIAN, 7 h.p., 1914, 2-speed, access £48- 

ENFIELD3 3 h.p., 1916, 2-5peed, access £48 

INDIAN, Road Racer, 7 h.p., 1915 £49 

B.S.A., 4 h.p., 1914, 3-speed, chain drive, C.B. 

Sidecar £50 

INDIAN, 5 h.p., 1915, 3-speed, kick start ... £51 
HARLEY-DAVIDSON, 7 b.p.. 1915, 3-speed. . £55 
INDIAN, 7 h.p., 1915, 3-speed, spring frame, 

kick start, electric equipment £56 

INDIAN, 7 h.p., 19T3, 3-speed, spring frame, 

electric equipment, C.B. Sidecar £69 

INDIAN, 7 b.p., 1916, Powerplus, 3-speed ... £87 
INDIAN, 7 h.p., 1916, Mod. F., Splitdorf mag- 
dynamo, with electric lamps and horn, 
de luxe C.B. Sidecar £105 



LONDON , . W. - 
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Under the provisions of the above Act. 
advertisers requirfrifir workmen, and whose 
business consists whollv or mainly of 
ens:ineerlner or the productions of munitions 
of war, or substances required for the pro- 
duction thereof, and whose works are 
situated within 30 miles of London, must 
include in every such advertisement the 
words, "No person resident more than 10 
miles away, or already eng:a£:ed on tiovern- 
ment work, will be engagred." 

Advertisers whose works are situated 
more than 30 miles from London can only 
have their announcements inserted with 
the approval of the Board of Trade, who 
will allocate to each advertisement a box 
number, and collect and distribute to the 
advertiser all replies received. The neces- 
sary forms of application can be obtained 
from any Labour Exchang:e or front the 
offices of this paper, and each advertise- 
ment must contain a clear reference to the 
effect that no person already engagred on 
Government work need apply. 


A.J.S. 6h.p. 1914 Combination, hood and screen; £60. 
—Baker and Sons, 35, Friar St., Keading. |;X493S 

A.J.S. Spares ■ prompt delivery.— Oyril Williams, A.J.S. 
Agent, Chapel Ash Depot, Wolnerhampton. [X4090 

A.J.S., 1914, 2^h,p., 2 speeds, chain driTen, in real 
good order and condition; £23.— Percy and Co., 
337. Euston Rd., London. - [X5499 ; 

6 h.p. A.J.S. Combination, 1916, wind screen, all lamps, 
tools, and accessories, perfect condition; £9Q.— 
Myatt, 736, Oakhill, Stoke-on-Trent. [X5523 

A.J.S. 1916 .6h.p. Combination, elaborately equipped, 
only run 600 miles; coat £120, accept cash at 
once, £90.-77, Tower Ramparts, Ipswich. '[X5569 

A.J.S., 1916, 2%h.p., 3-speed, hand clutch, two Lucas 
lamps, hOTn, Cowey speedometer, perfect condition ; 
£45, or exchange higher power, Bat, Norton, Zenith.— 
Lieut. West, Tern© Common, Portland. [7901 

A.J.S. (late 1915), 4h.p. combination, spare wheel com- 
plete with new steel-studded Dunlbp, Watford speed- 
ometer, lamps, horn, tools, and idl accessories, extension 
and wind screen sidecar, tyres nearly new, machine in 
perfect running order, only done 3,000 miles, new rings 
and valves just fitted : any trial or opening up for pur- 
chaser; inspection by appointment; a real oargain ; cost 
£116 new, accept £78 cash, no offers.- Gordon, 68, Hey- 
bridge Av., Streatham, S.W. [7751 


COLMORB Depots, Birmingham and ManoJiester, for 
immediate delivery of Allon 2-strofces. [0796 

ALLON, Sept., 1915, single . speed, original Dunlops; 
first cheque £20 secures.— 1, Felstead Villas, Wal- 
ton Hd., Clacton. " [7753 
ALLDATS Allon, 1916, 2 speeds, clutch model, with 
11 gn. C.B. L-W. sidecar; £45.— Croney, 43, Dor- 
chester St., New North Rd., N. [7882, 

ALLON.— All 1917 models in stock, 36-45 gns. ; ex- 
changes and deferred payments arranged.— Maudes', 
100 and 136 Gt. Portland St., London, W. Teh: 552 
Mayfair. [7387. 


COLMORE Depots, Birmingham, Manchester, Liver- 
pool, and Leicester, for all models of Ariels. [0797 

RIDER TROWARD'S, 78, Hfgh St.. Hampstead.- 
1913 Ariel, variable gear, re-enamelled, fast; 
19 gns. [7912 

ARIEL, 3V^h.p., semi-T.T., with variable pulley gear, 
fast, and in excellent condition ; ^22.— Layton's 

Garage, Bicester, Oxon, 


ARIEL, the reliable motor ey6le, 3^Ah.p. single, and 
5-6h.p. twin niodels; delivery from stock.- Colmore 
Depots, 211, Deansgate, Manchester, and 31, Renshaw 
St., Liverpool. ' [0889 

I CAN T5ive Immediate Delivery of 1917 5-6h.p. 
Ariels, 3^^h.p. Ariels, solo or combinations; ex- 
changes or deferred payments. All machines advertised 
by me have been thoroughly overhauled and guaranteed 
value for money.— Jones, Garage, Broadway, Muswell 
Hill. [7699 

Auto° Wheels 

SEVERAL Lato Model A\ito-Wheels, in splendid con- 
dition, from £7 to £10 each.- Murray's, 37a, 
Charles St., Hatton Garden, Holhoiu, [X5536 

AUTO-WHEELS (two), B.S.A models in stock, £9/15 
and 12 gns. each : deferred terms if desired.— 
Lamb's, 151, High St., Walthamstow, also at 50, High 
Rd., Wood Green. - [7783 

Ai8 Alt letters relating to advertisements should quote the number at the end ot each